

* 



































































- -V .. 









- m I 





















































































































l 











V 





GRAND CANYON OF ARIZONA 


HEARING 


LI Ce-v *& . 14^-t/s &e— * 

COMMITTEE ON THE PUBLIC LANDS OF 
THE HOUSE OF REPRESENTATIVES 

JUNE 9, 1910 

ON H. R. 2258, “GRANTING RIGHT OF WAY OYER 
CERTAIN SECTIONS OF THE GRAND CANYON 
MONUMENT RESERVE, IN ARIZONA, TO THE 
GRAND CANYON SCENIC RAILROAD COMPANY” 


WASHINGTON 

GOVERNMENT PRINTING OFFICE 











GRAND CANYON OF ARIZONA. 


Committee on the Public Lands, 

Thursday, June 9, 1910. 
The committee was called to order at 10.15 a. m., Hon. Frank W. 
Mondell (chairman) presiding. 

The Chairman. Gentlemen, the meeting of the committee was 
called this morning for the purpose of a hearing on the bill (H. R. 
2258), granting a right of way over certain sections of the Grand 
Canyon Monument Reserve, in Arizona, to the Grand Canyon Scenic 
Railroad Company. The bill is as follows : 


[H. R. 2258, Sixty-first Congress, first session.] 

A BILL Granting right of way over certain sections of the Grand Canyon Monument Reserve, in Arizona, 
to the Grand Canyon Scenic Railroad Company. 

Be it enacted by the Senate and House of Representatives of the United States of America 
in Congress assembled , That the right of way through the public lands and the Grand 
Canyon National Monument Reserve is hereby gran ted to the Grand Canyon Scenic Rail¬ 
way Company from a point in section twenty-four, township thirty-one north, range 
two east, along the rim of the Grand Canyon of the Colorado River to a point in section 
twenty, township thirty north, range four east; also from a point in section twenty- 
four, township thirty-one north, range two east, to a point on unsurveyed lands on 
the brink of Granite Gorge, all situated within the Territory of Arizona; all as more 
particularly described in the plat and field notes of survey filed by said railway com¬ 
pany in the United States land office at Phoenix, Arizona, on the twelfth day of 
February, nineteen hundred eight; also the station grounds shown on said plat along 
the line of road described; also the right to take from the public lands and national 
monument adjacent to the line of said road material, earth, stone, and timber neces¬ 
sary for the construction of said road. 

Sec. 2. That if any section of said road be not completed within five years after 
the passage of this act, the rights herein granted shall be forfeited as to any such 
uncompleted section of said road. 

Sec. 3. That Congress hereby reserves the right at any time to alter, amend, or 
repeal this act, or any part thereof. 

The Chairman. This bill proposes to grant a right of way to the 
Grand Canyon Scenic Railroad Company from a point on the rim of 
the Grand Canyon of the Colorado River, near the El Tovar Hotel, 
to Grand View" Point. The gentlemen who asked for a hearing on 
the bill are not yet here, but we have here representatives of the 
Interior and Agricultural departments, and I think it might be just 
as w T ell to open the hearing by hearing from them. Mr. Potter, are 
you pretty well acquainted with this locality? 

STATEMENT OF MR. ALBERT F. POTTER, ASSOCIATE FORESTER, 
DEPARTMENT OF AGRICULTURE. 

Mr. Potter. I am pretty well acquainted with it, Mr. Chairman. 

The Chairman. Well, we will hear from you, then, briefly, in 
regard to it, and if the gentlemen who are interested in the bill arrive 
we can hear them on the subject later. 


3 



4 


GRAND CANYON OF ARIZONA. 


Mr. Potter. The Secretary of Agriculture has submitted a brief 
report to the .committee calling attention to the important points, 
I think, and that will probably be a matter of record. 

The Chairman. That report will go in the record at this point. 

March 30, 1910. 

Hon. F. W. Mondell, 

Chairman Committee on Public Lands , 

House of Representatives. 

Dear Sir: In response to your request of February 14 in reference to H. R. 2258 
(granting right of way over certain sections of the Grand Canyon Monument Reserve, 
in Arizona, to the Grand Canyon Scenic Railroad Company), I find that this bill 
proposes to grant the railroad company a permanent easement over a part of the 
Grand Canyon National Monument along the rim of the canyon for the purpose of 
exploiting the scenery for private gain. It imposes no restrictions and authorizes no 
official supervision to prevent defacing of natural beauties and wonders by the con¬ 
struction or operation of the road. It would permit the grantee to monopolize many 
of the most desirable view points to the exclusion of the general public, and would 
involve the removal from the rim of the canyon of the forest trees, which add much 
to the scenic effect. 

The act of June 8, 1906 (34 Stat., 225), authorizing the President to set aside national 
monuments, evidently contemplates the preservation of objects of historic or scientific 
interest, in order that they may be seen, studied, and enjoyed in their natural state. 
In my judgment, the existence of the proposed railroad, or any railroad similarly 
located, would be inconsistent with the purposes of this act and out of keeping with 
the character of the place. 

Moreover, I do not believe that any permanent easement should be granted within 
the borders of national monuments. In this respect they should be placed on a basis 
similar to that of national parks and all privileges should be granted for reasonable 
terms of years, subject to regulation and control by the proper department to prevent 
injury to the objects of interest and to protect the traveling public from extortionate 
charges arising from exclusive franchises. 

The Forest Service has caused to be prepared with great care working plans for a 
system of roads and trails to render all practicable parts of the monument accessible 
to the public. An important feature of these plans is a road which is to follow the 
southern edge of the canyon far enough back to preserve the fringe of trees along the 
rim. 

For a considerable distance the route of the proposed railroad would come in direct 
conflict with this road. 

A bill has been introduced in the House by the Hon. Ralph H. Cameron, Delegate 
from Arizona (H. R. 20819), to appropriate $110,000 to be expended under the direction 
of this department in carrying out these plans. This bill has been referred to the 
Committee on Appropriations, and it is hoped will become a law at this session. I 
therefore recommend that the bill granting a right of way to the railroad company 
should not become a law. 

Very respectfully, James Wilson, Secretary. 

Mr. Potter. The important point here, it strikes me, is that this 
national monument was set aside by a proclamation of the President 
within the boundaries of the Grand Canyon National Forest for 
the purpose of preserving the scenic beauty and the natural features 
of the Grand Canyon, and that places upon the Department of Agri¬ 
culture the responsibility of preserving the canyon as near as possible 
in its natural condition; so that we do not look with favor upon any¬ 
thing in the nature of an exploitation of its resources, or any dis¬ 
turbance of the natural features to a greater degree than is necessary 
to make it accessible to the public. We have already done con¬ 
siderable improvement work there, and have plans for other improve¬ 
ment work which we expect to do in the future in the way of trails and 
roads to make it possible for the public to reach the points of scenic 
interest. Therefore we do not look with favor upon the construction 
of a railroad there along the plan proposed in this bill, which would 
necessarily cause the removal of a good deal of timber from the brink 


GRAND CANYON OF ARIZONA. 


5 


of the canyon, and we think would interfere seriously with the scenic 
effects. Then, also, the bill proposes to grant a permanent right of 
way to this company, and I do not believe that any permanent right 
of way should be granted which would take away from the Government 
the right at certain intervals to revise the terms of the agreement 
under which the road is operated or which would not require the 
grantee to comply with such stipulations as were necessary to protect 
the interests of the national monument. 

The Chairman. Have you examined the provisions of this bill? 
I am unable to determine from a hurried reading of the bill whether 
this right of way is simply along the brink of the Grand Canyon, or 
whether it contemplates a scenic railway down into the canyon. 

Mr. Potter. It contemplates both, Mr. Chairman. I have seen 
some of Mr. OppmamTs plans, gone over them in detail, and they 
contemplate the building of a road on the extreme brink of the 
canyon. 

The Chairman. For what distance ? 

Mr. Potter. For a considerable distance; a distance, I would 
say, of probably 25 miles, following all of the crooks and turns of the 
rim from the Grand Canyon station to what is commonly known as 
Grand View Point. By the old wagon road, which goes through the 
timber on a comparatively straight line, the distance is about 15 
miles. 

The Chairman. Then the right of way asked for is practically all 
on the extreme brink? 

Mr. Potter. Yes; and where it will overlook the canyon all the 
way around. It also contemplates a tunnel through the first big 
cliff. The formation of the canyon there is about like this [in¬ 
dicating with a piece of paper]. There is first a high cliff, very 
nearly perpendicular, and then a bench; and then a second cliff 
almost perpendicular off in the canyon at the river. They contem¬ 
plate tunneling down to the level of this bench or mesa and then 
running a little railway along it to the brink of the canyon of the 
river, which would be the terminal of that portion of the railroad. 

The Chairman. That is what they call the brink of the Granite 
Gorge. 

Mr. Potter. That is what they term the brink of the Granite 
Gorge. It is about 2,000 feet above the river. 

The Chairman. How far below the top of the mesa ? 

Mr. Potter. About 3,000 feet. It is approximately 5,000 feet 
from the top to the river. 

Mr. Volstead. Do they tunnel the lower bench ? 

Mr. Potter. They would tunnel through the first big cliff, which 
is approximately 3,000 feet, and then run out on the mesa to the brink 
of the second cliff. 

Mr. Volstead. How far on the mesa ? 

Mr. Potter. It would be 2 or 3 miles. 

Mr. Hughes. That would be the terminus of the road ? 

Mr. Potter. Of that part of the road. They also cqntemplate a 
road which will run along the brink of the canyon from the Grand 
Canyon station to Grand View Point, a distance of about 25 miles. 
That would follow all the curves of the canyon. 

The Chairman. The gentlemen who are interested in the legis¬ 
lation are here now, and perhaps it would be just as well to hear 


6 


GRAND CANYON OF ARIZONA. 


from you, Mr. Potter, a little later. The committee would like to 
hear from Mr. Oppmann, who is thoroughly familiar with the situa¬ 
tion, and would like to know just what is proposed by the legislation 
before us. Whom do you desire to have heard first ? 

Mr. Oppmann. Mr. Neal. 

STATEMENT OF ME. C. J. NEAL, OF CLEVELAND, OHIO. 

Mr. Neal. The legislation which is asked for on behalf of the 
Grand Canyon Scenic Railroad Company, which is a corporation 
organized under the laws of Arizona, is for the purpose of construct¬ 
ing a tourist railway from the El Tovar Hotel, on the rim of the 
Grand Canyon, eastward along the rim of the canyon to Grand View 
Point. 

The Chairman. How far ? 

Mr. Neal. A distance, by air line, of 14 miles, or along the rim 
approximately 16 to 18 miles. The survey is completed and has 
been presented to the Land Office, calling for a right of way along 
the rim at a distance possibly of 100 or 200 feet from the edge of 
the rim. 

The Chairman. Allow me right there to say that one objection 
urged is that the construction of your railroad along the proposed 
right of way would result in the destruction of a fringe of timber 
along the brink of the canyon. 

Mr. Neal. Yes. 

The Chairman. I don’t want to break into your statement further 
than to ask for an answer to that objection. 

Mr. Neal. For a distance of possibly 100 or 200 feet from the rim 
of this canyon there is no timber to amount to anything other than 
that of scrubby and straggling growth; and there are openings 
possibly at intervals of a half a mile or a mile. The purpose of the 
road is not to take away that timber, not to destroy the property 
of the Government, or anything of that kind, but to run the road so 
as to strike this canyon at intervals so that tourists can have a 
panoramic view of the canyon. The railroad is perfectly willing 
to have the line constructed back a safe distance from the edge of 
the canyon so that there will be no timber destroyed, if it can be done, 
and the engineers have found that to be absolutely practicable and 
possible. That has been the objection which has been urged here¬ 
tofore. 

The Chairman. However, I assume that you are to have a scenic 
road, the object of which is to give tourists the opportunity to view 
the canyon from the road, so that that road must be located quite 
near the brink of the canyon in many places, must it not ? - 

Mr. Neal. That perhaps was one of the purposes, but not entirely 
the purpose. The object was to establish stations, just as is done 
on the gorge line at Niagara Falls, where these tourist trains would 
stop, and vipw points would be established. At the present time the 
tourists go to the El Tovar Hotel and take a bus line through the 
woods on a diagonal cut some 14 miles, and come out again at Grand 
View Point. The tourist gets in the bus at El Tovar Hotel, is driven 
through an immense forest, and comes out at Grand View Point. 
That is a trip which consumes an entire day. 


GRAND CANYON OF ARIZONA. 


7 


The Chairman. How far is that? 

Mr. Neal. Fourteen miles up and 14 miles back, thus making a 
day’s trip out of it under the present system. 

The Chairman. Do they get any view of the Grand Canyon at all 
until they reach the Grand View Point ? 

Mr. Neal. No viewpoint whatever until they are set down at 
Grand View Point. 

The Chairman. Is the mesa country at the top of the canyon 
wooded for a considerable distance back ? 

Mr. Neal. That line, Mr. Chairman, possibly goes at some points 
3 miles from the rim, through a dense forest- 

The Chairman. The forest extends unbroken back from the rim 
for a number of miles ? 

Mr. Neal. Yes. The survey shows it. The tourists get two 
viewpoints, one at El Tovar Hotel and one at Grand View Point. 
The road running from the El Tovar Hotel to Grand View Point at 
the present time is closed practically from November until April. 

The Chairman. Why? 

Mr. Neal. On account of the weather. It is impassable, and they 
are even at times obliged to let the mail go. 

The Chairman. What kind of weather do they have in that south¬ 
ern climate that interferes with travel during the winter ? 

Mr. Neal. Severe snowstorms and wet weather, which make the 
roads impassable. I have not been there at that time of the year, 
though Mr. Oppmann has. Last winter I believe the road was closed 
from November until early this spring, and of course tourists at that 
time had an opportunity of seeing only that point in front of the El 
Tovar Hotel. 

That is one of the purposes of the road. Another purpose is that 
the only way to get into this canyon is by means of trails. The trail 
at the hotel is known as Bright Angel trail. 

The Chairman. That leaves the brink of the canyon at the hotel, 
does it? 

Mr. Neal. Yes; and winds itself away down through a route 
probably 2 miles in length to a place known as the Indian Garden, 
which is a plateau 1,600 feet above the river. From the Indian 
Garden there is a small plateau probably a distance of a mile, and 
then there is a sheer drop of 1,600 feet to the Colorado River. 

The Chairman. Is there no trail from that point down to the river? 

Mr. Neal. Oh, yes; that is the most dangerous part of the whole 
trip—the trail that goes through what is known as the Granite 
Gorge. 

The Chairman. How long is that trail from Indian Garden down 
to the river? 

Mr. Neal. Possibly a distance of another mile, and that goes 
through what is known as the Granite Gorge. And beyond that is 
the famous Corkscrew, which is a sheer ladder cut in the stone. 

The Chairman. The length of the Bright Angel trail is what ? 

Mr. Neal. Approximately 3 miles long. 

The Chairman. Is it a comparatively safe horse trail ? 

Mr. Neal. No; absolutely not. It is the reverse. When the 
President was there on the last trip, they refused to allow him to go 
down. 



8 


GRAND CANYON OF ARIZONA. 


The Chairman. The President is a large man in every way. 

Mr. Neal. A man of 200 pounds or over. It is a trip of such danger 
that when the people come up from the journey they take to bed 
and lie in bed for a day or two to rest up—it is an arduous and dan¬ 
gerous trip. At some places you have to get off the mule and walk 
alone. 

The Chairman. What do they charge for taking tourists from the 
hotel over the Bright Angel trail and back? 

Mr. Neal. Four dollars. 

The Chairman. That includes the cost of the horse or mule, and all ? 

Mr. Neal. The horse, and it includes the guide that goes with the 
party. They generally go in parties of 15 or 20. The purpose is to 
build a tunnel—to go back from the brink possibly 1,000 or 2,000 
feet and go in with a tunnel, and out near the Indian Garden. 

The Chairman. Your proposed tunnel is near the hotel, is it? 

Mr. Neal. Yes; near the hotel grounds; possibly 1,000 feet back. 
That is located by the engineers for the purpose of getting the proper 
slope and not making it too precipitous. That goes down and comes 
out about the Indian Garden. The object would be in that instance 
to have cars on a cable line equipped in every way as modern as 
possible so as to prevent any danger to life. There is also a survey of 
that. 

The Chairman. What sort of construction do you propose from 
the Indian Garden down ? 

Mr. Neal. From the Indian Garden to the river there is no line 
proposed. From the Indian Garden to the river bank there would 
be simply a tramway, perhaps, to take the people over that stretch. 

The Chairman. An aerial tram ? 

Mr. Neal. Oh, no; right on the level. 

The Chairman. I didn’t know but that you proposed to take the 
people down in a cage. 

Mr. Neal. No [explains on map]. 

The Chairman. This is a sketch of your proposed line from the 
Indian Garden to the brink of the river ? 

Mr. Neal. Yes. 

The Chairman. How long will that line be? 

Mr. Neal. I don’t know the exact length, but it will not be very 
long—probably not over a half a mile or something like that. 

The Chairman. Have you photographs of the various points of 
interest ? 

Mr. Neal. Yes; we have photographs which we would be glad to 
hand to you [explaining photographs to the members of the com¬ 
mittee]. This is the terminal of the Santa Fe Railroad. This is the 
El Tovar Hotel, and the trail is indicated by this fine line. It leads 
down to what is known as the Indian Garden, located here [indi¬ 
cating]. From this point to this point, the drop is some 4,500 feet. 

The Chairman. That is, from the hotel to the Indian Garden. 

Mr. Ferris. What is the Indian Garden ? 

Mr. Neal. That is the name given to a plateau where there is a 
little spring; a sort of resting place; a kind of oasis in the desert. 

The Chairman. How wide is that bench ? 

Mr. Neal. The plateau extends, then, clear through to the river 
bank. 

The Chairman. How wide is it ? 


GRAND CANYON OF ARIZONA. 


9 


Mr. Neal. The plateau drops down like this [indicating], and then 
the plateau comes this way [indicating]. 

The Chairman. But what is the width of the plateau ? 

Mr. Neal. Several hundred feet. There are two or three hundred 
acres in that Indian Garden. 

The Chairman. Does that plateau which marks the top of the gran¬ 
ite formation extend up and down the length of the canyon ? 

Mr. Neal. Yes; right straight along; all the way along. Now, 
when we get to the Indian Garden the trail then continues down to the 
river. But the proposed road which we are contemplating would, 
from the Indian Garden, go over on the river bank with a loop and 
come back again, so that the people can look down the 1,600 feet. 

The Chairman. You propose a line from the Indian Garden, on the 
brink of the Granite Gorge, down to the river ? 

Mr. Neal. No. 

The Chairman. What is this line from the Indian Garden that you 
speak of ? 

Mr. Neal. That runs out a distance of about a mile. 

The Chairman. That is simply a line along the plateau or bench ? 

Mr. Neal. That is it, with a loop to come back. 

The Chairman. Then you have no line that gives the tourists an 
opportunity to get down to the river ? 

Mr. Neal. Oh, no; we have no line for that. 

The Chairman. I would like to ask Mr. Oppmann what he proposes 
in the way of a line that will give the tourists an opportunity to get 
down to the river ? 

Mr. Oppmann. From the place where the road turns around and 
makes a loop we intend to make a way down 1,300 feet with an 
arrangement so that we can take the tourists down to the river by 
means of an elevator. 

The Chairman. But you have no definite plan worked out. The 
bill before the committee contains no provision for a right of way 
from the bench at the top of the Granite Gorge down to the river ? 

Mr. Oppmann. No, it does not. We have not made any provision 
for that. 

Mr. Volstead. But you say that provision could be made for that 
by means of an elevator ? 

Mr. Oppmann. Yes, that is our intention. We have had some 
other plans made by our engineer in the way of constructing a small 
bridge across the' Granite Gorge so that the tourists can get across on 
a mule and look right down on the river, 1,300 feet below. 

Mr. Volstead. A bridge across the river ? 

Mr. Oppmann. Yes; from the Granite Gorge across the river to the 
other side. 

The Chairman. What is the distance across the river from brink to 
brink at Granite Gorge ? 

Mr. Oppmann. In some places I think it is about 400 feet right 
there, and the narrowest point, where our engineer proposes to build 
a bridge across, is between three and four hundred feet. 

The Chairman. That would not enable the tourists to reach the 
river ? 

Mr. Oppmann. No. But this is only contemplated, you understand. 
My attention has been drawn to it because our engineers say that it 


10 


GRAND CANYON OF ARIZONA. 


would be an easy thing to put an elevator down there—about 1,300 
feet down—and that would answer the purpose. 

The Chairman. Is it 1,300 feet perpendicular from the top of the 
Granite Gorge to the river? 

Mr. Oppmann. From the point out on the rim of the gorge it is 
1,300 feet to the river. 

Mr. Neal. This map will give the committee an idea of the railroad 
along the rim, and of what we propose [explaining map]. 

Mr. Ferris. Is that crooked line the proposed route ? 

Mr. Neal. The crooked line is the edge of the canyon. At present 
our line comes along here [indicating] and it runs down and comes out 
at Grand View Point. 

The Chairman. The heavy black line is the rim of the canyon 
and the fine black line is the proposed right of way ? 

Mr. Neal. Yes. 

Now, one word upon the construction of the road. The line, as 
contemplated, calls for operation with gasoline motors, so there will 
be no poles or other things to interfere with the scenery, only the 
bare ties and the two tracks. That is the method of locomotion. 
The company will also cinder the entire road so that if the tourists 
do not care to take the road, they can walk. And the company will 
maintain gladly that cinder path so that there will be a sidewalk 
right along. 

Mr. Volstead. On the track itself? 

Mr. Neal. Yes. The cars will run at a slow speed and at inter¬ 
vals, so that there would be no danger. 

I want to make one point clear before I close about this timber 
proposition. The alleged destruction of the timber has been a rather 
serious impediment to this proposition from all of the departments. 
Where this road comes in contact with the rim, from practical obser¬ 
vation of the right of way—and I have been over every foot of it— 
I do not believe there is one tree worth mentioning that would have 
to be taken down. Where the road cuts through and comes back 
from the ridge a few trees would have to come down. 

Mr. Ferris. What kind of timber is that? 

Mr. Neal. It is pine. 

Mr. Neal. No; about a foot through or something like that. So 
that so far as the destruction of any timber is concerned, it is a very 
minor matter. This road can be built under the supervision of the 
Government so that the rights of nobody will be disturbed. The 
question of its effect upon the scenery is very insignificant. This 
road would not be noticed at all. This canyon is perhaps 13 miles 
across and 270 miles long, and at Grand View Point you can see 
from that point 120 miles. You can stand on the rim of the can¬ 
yon, and you can hardly discern the river below you. When you 
are standing at the El Tovar Hotel and watching the trail you can 
hardly discern anybody on it without a glass. This tunnel would 
go to the opening below, and the cars on that would be hardly dis¬ 
cernible from the rim. 

The Chairman. Approximately three-quarters of a mile away. 

Mr. Neal. I have stood at the El Tovar Hotel and watched and 
waited for a trail party to come out, knowing where they would 
come from on the rocks, and I could barely see them as they came 
along like a fine string of ants. 


GRAND CANYON OF ARIZONA. 


11 


The Chairman. Your statement to the committee is that the pine 
timber along the brink of the gorge is not heavy. 

Mr. Neal. No, sir. 

The Chairman. Is it scattering and open in character? 

Mr. Neal. Yes. 

The Chairman. And of small growth? 

Mr. Neal. Just a scrubby growth. 

The Chairman. How near the actual brink of the canyon does the 
right of way run ? 

Mr. Neal. At some places it comes within possibly 50 feet of the 
brink of the canyon, and at other places within 100 feet, and at some 
places 200 feet. 

The Chairman. Along how great a portion of your line would an 
unobstructed view of the canyon be had by the people in the cars ? 

Mr. Neal. If the road was built high enough, along possibly 60 
per cent of the trip there would be one immense panorama. Grand 
View Point is conceded by scientists and all who visit it as the best 
viewpoint. The El Tovar Hotel and Bright Angel Trail are not so 
considered, as the^ lie in a sort of a hollow. Grand View Point gives 
the unobstructed view. The canyon lays in this direction [indicating]. 

The Chairman. North and south? 

Mr. Neal. In a northerly direction here and a western direction 
here [indicating]. 

The Chairman. The general trend of the canyon seems to be 
northwest and southeast. 

Mr. Neal. That is correct. Grand View Point is called a point 
because it is a promontory coming out, the canyon branching both 
ways. You can see 120 miles from that point. 

The Chairman. Is the Bright Angel trail the only trail to the 
bottom of the canjmn in this locality ? 

Mr. Neal. Yes. There is one trail at Grand View Point which 
was built by a mining company. There is Bright Angel trail, and 
another one running 9 miles the other way; so that in that dis¬ 
tance of 23 miles there are three methods of getting into the canyon. 

The Chairman. Is that trail at Grand View Point as good a trail 
as the Bright Angel trail ? 

Mr. Neal. Yes, I think it is a little better; a little safer. 

The Chairman. How about the trail 9 miles up the canjmn ? 

Mr. Neal. I have never been upon that one. 

The Chairman. Is the Grand View Point trail used somewhat ? 

Mr. Neal. Used considerably, because the mining company, the 
Grand Canyon Copper Company, bring their ore up there. 

The Chairman. Do they charge tourists for traveling over their 
trail ? 

Mr. Neal. That company maintained a small hotel, but it has been 
practically driven out of business. I make that statement openly, 
and I say they were practically driven out of business by reason of 
the Santa Fe Railroad Company seeking to create a monopoly of that 
business there. They have been compelled to give up the hotel 
business. 

The Chairman. Who handles the transportation from the El Tovar 
Hotel to Grand View Point ? 

Mr. Neal. The Santa Fe Railroad Company. 

The Chairman. Did they construct the road ? 


12 


GRAND CANYON OF ARIZONA. 


Mr. Neal. I could not say. 

The Chairman. Do they claim exclusive control over it ? 

Mr. Neal. No; you are perfectly welcome to walk or drive over 
the road, I think. 

The Chairman. Are there any parties at the El Tovar Hotel or in 
that vicinity who make a business of transporting passengers to 
Grand View Point other than those under the control of the Santa 
Fe Railway ? 

Mr. Neal. The Santa Fe are the people who control the business 
absolutely. 

The Chairman. I suppose that if there was a sufficient amount of 
business that other parties could engage in the business without 
interference ? 

Mr. Neal. Well, Mr. Cameron tried that, but he was driven out 
and was compelled to give up. 

The Chairman. Compelled to give up the Bright Angel trail ? 

Mr. Ferris. I would like to know why that is true. 

Mr. Neal. To be frank with you, the Santa Fe road puts every 
impediment in the way of every one that goes in there. They have 
been putting impediments in the way of this proposition for four 
years. 

The Chairman. Did Mr. Cameron have a hotel at the head of the 
Bright Angel trail before the Santa Fe built to that point ? 

Mr. Neal. Yes, sir. 

The Chairman. Was that hotel closed up? 

Mr. Neal. That hotel is closed. 

The Chairman. Mr. Cameron constructed the Bright Angel trail, 
did he not ? 

Mr. Neal. I could not say as to that. There has been a great 
deal of litigation between Mr. Cameron and the Santa Fe as to that 
trail. 

The Chairman. Who receives the $4 that the tourists pay for 
going down the Bright Angel trail and coming back ? 

Mr. Neal. As I understand it, Mr. Cameron receives $1 by reason 
of a lease which he has on the trail between himself and the com¬ 
missioners of the county. That has been a subject of extensive liti¬ 
gation, and the story of it would be rather long. But the result of 
the whole proposition is that Mr. Cameron receives a royalty on all 
people who come down this trail by reason of having a lease with the 
commissioners of that county, the title of which trail is vested in 
them. 

The Chairman. And the animals that are used now for the trans¬ 
portation of passengers up and down the trail are furnished and con¬ 
trolled by people connected with the Santa Fe Railroad? 

Mr. Neal. They are owned by the Santa Fe Railroad. 

The Chairman. There is no one else in the locality engaged in the 
business of transporting passengers up and down the trail ? 

Mr. Neal. No one else. I was obliged myself to go down some 10 
miles in order to hire a wagon to come up and transport our engineer¬ 
ing outfit to Grand View Point. I hired a man who was doing some 
work on a mining claim. 

The Chairman. You do not mean to say that the Santa Fe Rail¬ 
road refused to transport you ? 

Mr. Neal. No; they did not refuse to do it. 


GRAND CANYON OF ARIZONA. 


13 


Mr. Ferris. At the time they sell you a railway ticket, do they 
sell you tickets inclusive of the hotel and the mountain route trip ? 

Mr. Neal. No. 

Mr. Ferris. They do not attempt to bind the passengers up? 

Mr. Neal. They do not attempt to bind them up, but when you 
get there that is all you find there. 

Mr. Ferris. Supposing that I should want to erect a hotel there 
and go into business, how would they dispose of me; put down the 
rate ? 

Mr. Neal. I think they would dispose of you pretty quick. 

Mr. Ferris. I have no doubt from what you say that they would, 
but I wanted to know how. 

Mr. Neal. The water for all hotel purposes has got to be hauled 
120 miles, and come up on the Santa Fe Railroad. And all vegetables 
and all- 

Mr. Ferris. That is what I wanted to know. 

Mr. Neal. By that kind of service, and by putting a spoke in 
wherever they can, they drove the Canyon Company out of business. 

Mr. Herrick. They would also put up the freight rates on every 
bit of the material you would use. 

The Chairman. What sort of a hotel does the Santa Fe maintain 
at El Tovar ? 

Mr. Neal. An elegant hotel; a beautiful one. 

The Chairman. Good accommodations ? 

Mr. Neal. As good as a king would want. 

Mr. Herrick. The rates are pretty high ? 

Mr. Neal. Four dollars a day. 

The Chairman. The same as the rates in the Yellowstone Park. 
Do they run daily trains over the line ? There is one train each way 
a day, is there not ? 

Mr. Neal. Each way; yes, sir. Under the present situation, in 
order to go up and see the canyon you leave there about 9.30 in the 
morning, at which time they start a tourist wagon to Grand View 
Point; and you stay at the hotel that night, and the next day you go 
to the river over the trail, so that your stay there amounts to two 
days, with an expenditure of some $12, at least; besides any little 
side trips that you might desire to take to different points. If this 
proposition was put through, you could get there at 9.30 in the morn¬ 
ing; from there you could go to Grand View Point and back again 
before dinner, and in the afternoon you could go to the brink of the 
river, and up again, and leave that night. 

The Chairman. Is it the idea of you gentlemen that Congress ought 
to grant what will amount to an exclusive privilege of a right of way 
from the hotel to Grand View Point, and from the brink to the head 
of Granite Gorge, without obtaining any control over the operations 
and the charges ? 

Mr. Neal. No, we do not ask anything like that; we do not ask 
anything exclusive. 

The Chairman. You will notice that there is nothing in this bill, 
judging from the heading of it, that gives any official of the Govern¬ 
ment the right to fix rates and charges, or control and regulate. 

Mr. Neal. That can be provided for by your committee. V r e are 
perfectly willing to have the bill amended in that respect. 



14 


GRAND CANYON OF ARIZONA. 


The Chairman. How much do you think you ought to be allowed 
to charge passengers if your right of way were granted from the hotel 
to Grand View Point, and return ? 

Mr. Herrick. May I say that we have not fixed that yet, but it 
would be less than what is now charged by the railroad company up 
there and back; in other words, they would get it for a far less expen- 
iture than at the present time, although we can not tell exactly what 
the rate will be. But the intention is to charge less—and we can 
promise that—than is now charged by the railroad company. And 
also we are perfectly willing to have an amendment to that effect to 
this bill—in fact, we suggest it—leaving it to Congress to fix those 
rates. 

Mr. Volstead. Wouldn’t it be better to leave it to somebody else 
besides Congress ? 

The Chairman. You might be placed under the Interstate Com¬ 
merce Commission. They are now being loaded up with all manner 
of responsibility. 

Mr. Herrick. We have prepared here some amendments, not ex¬ 
actly regarding that, but regarding some other matters, covering the 
supervision of construction and maintenance of the road. 

The Chairman. Kindly hand them to the reporter, and they will 
go into the record here. 

(Following are the amendments referred to:) 

PROPOSED AMENDMENTS TO H. R. 2258. 

Sec. 2. That said railway company shall construct a broad-gauge single-track 
road, designed for the use of oil or gasoline motors only, without the use of poles or 
other objects which would destroy or interfere with the scenic beauties of the Grand 
Canyon, and shall construct and operate, in connection therewith, a cinder track for 
the free use of pedestrians. 

Sec. 3. That the Secretary of the Interior is hereby authorized and directed to 
appoint a competent engineer to supervise the construction of said road, so as to insure 
its safety for passengers and so as to prevent any unnecessary interference with the 
scenery of the Grand Canyon. 

Change section 2 of the act to “section 4,” and change section 3 to “section 5.”) 

STATEMENT OF MR. SAMUEL HERRICK, OF WASHINGTON, D. C. 

Mr. Herrick. Mr. Chairman and gentlemen of the committee, 
this proposition was first conceived by Mr. Oppmann, the president 
of the company, in the winter of 1905-6, when he made a trip out to 
the canyon. He went out there, and, of course, desired to see the 
scenery in the canyon, going down on mule back. The trip was 
arduous for one of his size—and you can see by looking at him that 
he is no light weight—and upon his return up the trail he almost 
lost his life. He became dizzy, had to get off the mule, and was prac¬ 
tically towed up by ropes. Upon another occasion when he was there 
a young lady fainted on account of the dangers and terrors of the 
trip. It is a common thing for people to be endangered on this trail, 
especially those who are old or large in size; in fact, most individuals, 
excepting the very young and vigorous people, are liable to acci¬ 
dents. I believe some lives have been lost there. 

The purpose is to construct a road which will enable everybody to 
get down, and enable them to properly see the beauties of this great 
canyon. Less than one-third of the people who go there venture into 
the canyon, either because they have not the time or because of fear. 


GRAND CANYON OF ARIZONA. 15 

Mr. Parsons. This road does not go in the canyon, but down the 
rim? 

Mr. Herrick. There are two roads provided for, one along the rim 
and one down the canyon. The road that goes into the canyon first 
goes through a tunnel 2,000 feet at an angle of 45 degrees. It is going 
to be made prefectly safe with a steel cable and under the super¬ 
vision of the Secretary of the Interior and the Department of Agri¬ 
culture, so that there will be every possible safety thrown around it. 
I want to impress upon you that from the brink of the canyon you 
can not see hide nor hair of this railroad. When you see the first 
evidence of it it is at a depth of four times the height of the Wash¬ 
ington Monument. That is, the part of the scenery that we are sup¬ 
posed to interfere with belongs to the Forest Service. Mr. Oppmann 
had difficulty in making that trip, and he determined to build a rail¬ 
road down there, so that the next time he went there he would go in a 
much safer way. So he came to Washington and investigated the 
matter, hired an attorney here, saw his Congressman, who is now a 
Senator from his State, and had them thoroughly investigate the 
proposition both at the Interior Department and in the Forest Service. 
The Interior Department stated that if the road were made a common 
carrier and there should be no objection from the Forest Service, 
they would grant us an absolute right of way under the act of March 
3, 1875. We then went to the Forest Service and we were referred to 
Mr. McVean, the Chief of the Bureau of Privileges. Mr. McVean 
stated that he had been out to the canyon, that he realized the neces¬ 
sity for a road being built in there, and that it would be a fine thing. 
He stated that there would be no objection to it, because, so far as he 
could see, there would be no interference with the scenery there, no 
more than running a silken thread across the dome of the National 
Capitol would interfere with the scenery of the Capitol. 

The Chairman. Who made that statement? 

Mr. Herrick. Mr. McVean himself, chief of the section of privi¬ 
leges of the Forest Service in 1906 and 1907. Accordingly a tem¬ 
porary survey was made of the line of road that year, but it was found 
that it would be necessary to have a more elaborate one on account 
of the character of the country and the difficulties to be overcome. 
So in the spring or summer of 1907 a more thorough survey was 
executed; a chief engineer with 10 assistant engineers and helpers 
were sent there, it taking them ninety-one days to make this survey 
and costing about $6,000. And I wish to say right here that about 
$10,000 was expended on this proposition before this national monu¬ 
ment was created. It was necessary to lower a man over the brink 
of the canyon to a depth of 1,600 feet. 

Mr. Ferris. Has the Secretary of the Interior and the Secretary of 
Agriculture authority to grant this right of way under existing law 
now ? 

Mr. Herrick. No, sir. 

Mr. Ferris. Where does your objection come from to this right of 

way? -ill 

Mr. Herrick. It comes from the Forest Service acting through the 

Secretary of Agriculture. At the time this survey was executed, 
at the time the proposition was first conceived, there was authority 
granted under the act of March 3, 1875. 

Mr. Smith. And thereupon they ceased to have authority? 


16 


GRAND CANYON OF ARIZONA. 


Mr. Herrick. Thereupon they said they had no authority to give 
a right of way. 

Mr. Ferris. After you had spent how much ? 

Mr. Herrick. About $6,000. I wish to bring to the attention of 
the committee that this was done with the full knowledge of the 
Forestry Service and of the Interior Department. It took ninety- 
one days during the summer of 1907. 

The Chairman. I recall that several years ago there were bills 
before the committee proposing a right or way, as I recollect, some¬ 
what similar to that now asked for, and that those bills were approved, 
as I recollect it, by the Geological Survey people, and I think by the 
Interior Department. Were the same people interested in those 
bills some three or four years ago ? 

Mr. Herrick. No, sir; there was a bill introduced in 1908 by 
Delegate Smith, of Arizona, identical with this bill, but that never 
was acted upon. 

The Chairman. Earlier than that there were bills before the com¬ 
mittee asking for rights of way. 

Mr. Herrick. We do not know about those. Our proposition is 
an entirely independent one. 

The Chairman. Mr. Volstead states that it is his recollection that 
the proposition before the committee several years ago was to grant 
the right to build a trail. Is that your recollection ? 

Mr. Ferris. By those same people ? 

Mr. Volstead. We had hearings here with reference to a trail to 
go into this valley. I don’t remember now whether it was at this 
point or not, but somebody was claiming a right to a trail. 

The Chairman. Was not that legislation intended to settle the 
question as to the ownership of the Bright Angel trail, and the con¬ 
trol of it ? 

Mr. Volstead. That might be. 

Mr. Herrick. There has been a great deal of litigation over that 
Bright Angel trail. Mr. Cameron went in there. He has had all 
kinds of locations there, mineral locations, and those were canceled. 
He has been fighting there for years, and the result of his efforts has 
been that he was elected to Congress. The people of the Territory 
have been pleased with the fight that he has put up against that 
company, and at present he still recives a royalty from the Santa Fe 
Pacific Railroad upon every person carried down into the canyon. 
But he has no objection to this bill; in fact, he introduced it. 

As I said, this work that we have done was done with the full 
knowledge of the Interior Department and the Forestry Service, 
because during 1906 and 1907 we advised them fully in regard to it. 
I went there myself to find out if it was necessary to secure authority 
to make the survey in the spring of 1907, and they stated “no;” that 
under existing laws and regulations anyone could make a survey 
providing they did not cut down any trees, and so forth. The survey 
was executed in pursuance of those instructions. And I want to 
state that the Santa Fe Railroad has been opposed to this from the 
very start. 

The Chairman. Why do you understand that they oppose this 
right of way, in view of the fact that it would have a tendency to 
bring more people to the canyon ? 


GRAND CANYON OF ARIZONA. 17 

Mr. Herrick. Well, they expect eventually to put it in them¬ 
selves, as soon as this is out of the way. 

Mr. Oppmann. At the time that I brought this matter up first with 
the officers here, I found out in Phoenix, Ariz., that the president of 
the Santa Fe was against us, so I went to California, to Santa Barbara, 
to see Mr. Ripley, president of the Santa Fe, and to question him as to 
why he was against us. I thought he ought to be for us. We wished 
to spend money in order to give tourists the best chance for sight¬ 
seeing. The first day that I was at Santa Barbara # he did not say 
anything. The second day we showed him what we had to show, and 
on the third day we had an appointment at the Potter House, down 
on the beach. He came there and said to me, “Mr. Oppmann, you 
have been very free in talking with me, but I have got to be opposed 
to this, because it is the same thing that we want to do.” I said to 
him, “If that is the case, Mr. Ripley, I guess we had better break up 
and move my family back East;” and so I was done with him. 

Now, while I am speaking, I want to state here what was said to us 
by Mr. James R. Garfield, the former Secretary of the Interior, before 
we expended this $6,000. I came down to Washington and went to 
the office of Senator Burton, who was then the Representative of our 
district in Congress. From there we went over to see Mr. Garfield 
personally in his office, and Mr. Garfield said: “You go ahead and 
have a survey made; I can not see any objection to the road. And 
just as soon as you get a survey made, deposit your plans, your blue 
prints, with the Commissioner of the General Land Office, and I can 
not see anything to hinder its going ahead.” I did not know then 
how friendly I was with Mr. Garfield. I used to know his father, 
James A. Garfield, but I found out that he was not a bit like his 
father. Mr. Garfield went out there; he met Mr. Ripley in California, 
went over there with Mr. Ripley in his private car, went along the 
road with him, and from then on Mr. Garfield was against us; and I 
might say he was a different sort of a friend of mine. 

Mr. Volstead. As to this corporation, the Grand Canyon Scenic 
Railroad Company, who are the parties interested in it ? 

Mr. Herrick. Mr. Oppmann is president, Mr. Neal is secretary 
and treasurer. The stockholders are in Ohio, Missouri, and Arizona. 
It is incorporated under the laws of Arizona. 

The Chairman. How much stock has been issued ? 

Mr. Herrick. Very little. We have not sold any, and there is no 
stock excepting what they hold themselves. 

Now, as Mr. Oppmann has told you, Mr. Garfield came to the 
Grand Canyon with Mr. Ripley in his private car, and he had not 
been there but a very short time before he telegraphed to Washing¬ 
ton to inquire under what authority that survey was being executed, 
as he thought it interfered with the scenic beauties out there and 
that it should be stopped. The Forest Service replied that there 
was no authority necessary, because the attorneys had been told 
that it was not necessary to grant any specific power. He telegraphed 
back that there should be very close supervision of this work to see 
that it did not interfere with the beauties of the canyon, and the 
Forest Service thereupon directed the supervisor out there, Mr. Breen, 
to carefully inspect the work, which he did. There has been no 
objection upon his part to the survey, or, I believe, to the building 

47845—10-2 


18 


GRAND CANYON OF ARIZONA. 


of the railroad. But as to that I could not say positively. The 
fact is that it was done under the supervision and with the full 
knowledge of the then Secretary of the Interior, the then Forester, 
and of the Interior Department and the Forestry Service. The 
survey was completed that fall, but it was necessary to do a good 
deal of work on the field notes, so as to have the plats necessary 
for filing, and that was done at the office of the chief engineer, at 
Kansas City. The plats were sent to Mr. Oppmann in Cleveland, 
and he immediately came to Washington to file them in the office of 
the Commissioner of the General Land Office. He went to see 
Mr. Garfield personally on January 7, 1908, and Mr. Garfield stated 
that he could not pass upon the matter yet; that they had to be 
filed in the local land office in Phoenix, and then be held thirty 
days under the rules, and that then he would pass upon it. Mr. Opp¬ 
mann took them over himself. That was on the 7th day of Janu¬ 
ary, 1908. In just four days, or on January 11, 1908, before Mr. Opp¬ 
mann could possibly get to Arizona, and before those maps, by any 
human contrivance, could get to Phoenix, Ariz., this entire country 
and domain was reserved in a national monument. 

The Chairman. Have you a copy of the law providing for national 
monuments? I think it should be inserted in the record at this 
point. 

Mr. Herrick. I can get it. 

(Following is the law referred to:) 

[An act for the preservation of American antiquities.] 

Be it enacted by the Senate and House of Representatives of the United States of America 
in Congress assembled , That any person who shall appropriate, excavate, injure, or 
destroy any historic or prehistoric ruin or monument, or any object of antm - ity, 
situated on lands owned or controlled by the Government of the United States, without 
the permission of the Secretary of the department of the Government having jurisdic¬ 
tion over the lands on which said antiquities are situated, shall, upon conviction, be 
fined in a sum of not more than five hundred dollars or be imprisoned for a period of 
not more than ninety days, or shall suffer both fine and imprisonment, in the discretion 
of the court. 

Sec. 2. That the President of the United States is hereby authorized, in his dis¬ 
cretion, to declare by public proclamation historic landmarks, historic and prehistoric 
structures, and other objects of historic or scientific interest that are situated upon 
the lands owned or controlled by the Government of the United States to be national 
monuments, and may reserve as a part thereof parcels of land, the limits of which in 
all cases shall be confined to the smallest area compatible with the proper care and 
management of the objects to be protected: Provided , That when such objects are 
situated upon a tract covered by a bona fide unperfected claim or held in private own¬ 
ership, the tract, or so much thereof as may be necessary for the proper care and man¬ 
agement of the object, may be relinquished to the Government, and the Secretary of 
the Interior is hereby authorized to accept the relinquishment of such tracts in behalf 
of the Government of the United States. 

Sec. 3. That permits for the examination of ruins, the excavation of archgeological 
sites, and the gathering of objects of antiquity upon the lands under their respective 
jurisdictions may be granted by the Secretaries of the Interior, Agriculture, and War 
to institutions which they may deem properly qualified to conduct such examination, 
excavation, or gathering, subject to such rules and regulations as they may prescribe: 
Provided, That the examinations, excavations, and gatherings are undertaken for the 
benefit of reputable museums, universities, colleges, or other recognized scientific or 
educational institutions, with a view to increasing the knowledge of such objects, and 
that the gatherings shall be made for permanent preservation in public museums. 

Sec. 4. That the Secretaries of the departments aforesaid shall make and publish 
from time to time uniform rules and regulations for the purpose of carrying out the 
provisions of this act. 

Approved, June 8, 1906. 


GRAND CANYON OF ARIZONA. 


19 


Mr. Herrick. But that act specifically states that no such area 
shall be reserved larger than is necessary for the purpose of preserving 
these antiquities; in other words, that small areas shall be reserved. 
It also makes exception of bona fide claims and also unperfected valid 
claims, showing that it was the intention of Congress that actual set¬ 
tlers on the public domain and other persons there under the authority 
of law should not be interfered with in their rights. This company 
had only a survey, which had been executed at great expense. 

Mr. Parsons. May I ask you a question there ? 

Mr. Herrick. Yes, sir. 

Mr. Parsons. If this had not been made a national monument park, 
then the railroad could have gone ahead over the public lands there 
and would not have been subject to any supervision at all except such 
supervision as Arizona might impose; is not that so ? 

Mr. Herrick. It might be subject to supervision by the Interstate 
Commerce Commission. 

Mr. Parsons. Is it an interstate road ? 

Mr. Herrick. No; but it would be under the supervision of the 
territorial authorities. The Territory is still under the United States 
Government. 

Mr. Parsons. But if the Grand Canyon is placed in a national mon¬ 
ument, then the Interior Department also can supervise it so as to 
protect the scenic beauties. It seems to me Secretary Garfield did a 
very proper thing in getting the Grand Canyon put "into a national 
monument as soon as possible, especially if there was such a project 
pending. I am not saying anything against the project, but I think 
if there is to be such a project it, was his duty to the public interests, 
if the law permitted it, to bring about such a situation there that the 
Interior Department or some department could supervise the thing, 
so as to protect the scenic beauties. 

The Chairman. The Interior Department or the Agricultural 
Department would have had supervision over any lines built within 
a national park; but since this great area has been included in a 
national monument, they have no supervision except to prohibit, so 
far as this sort of an enterprise is concerned. It having been created 
a national monument, they have no power to grant any right of way 
or any privileges, except to grant to scientific societies the right to 
explore and secure antiquities. 

Mr. Ferris. When did they begin to call a national park a national 
monument ? 

Mr. Herrick. In January, 1906. 

The Chairman. I should like to read this law to the gentleman, 
so he may form an opinion as to what Congress had in mind when it 
provided for the creation of national monuments. Certainly no 
one in either House of Congress had any idea of including in a national 
monument an area larger than some of the States. I do not say that 
necessarily in criticism, but simply to illuminate the record as to 
what Congress had in mind and what Congress did in the passage of 
that act. 

Mr. Ferris. Mr. Chairman, I hope I may be pardoned right here 
for anticipating a little. I am very busy and I know that all of you 
are. If they use the usual terms applicable to right-of-way cases, 
with suitable safeguards thrown around the charter, with reversionary 
provisions in the event that it is not used, and with the usual limita- 


20 


GRAND CANYON OF ARIZONA. 


tions imposed of forfeiture in the event of failure to construct, who 
would have any objection, on this committee or anywhere else, to 
the construction of such a project ? 

The Chairman. Of course, there are a number of questions involved 
here. There might be gentlemen who believe that the National 
Government itself should construct and operate the agencies and 
plants for the benefit of sightseers. 

Mr. Ferris. I did not think the chairman of this committee would 
go that far. 

The Chairman. The chairman of the committee is not expressing 
that as his opinion. He simply stated that there might be those, in 
or out of Congress, who hold that view. Allow me to read the act 
for the preservation of American antiquities. The Grand Canyon 
was not in our minds as an American antiquity. 

That any person who shall appropriate, excavate, injure, or destroy any historic or 
prehistoric ruin or monument, or any object of antiquity, situated on lands owned or 
controlled by the Government of the United States, without the permission of the 
Secretary of the department of the Government having jurisdiction over the lands on 
which said antiquities are situated, shall, upon conviction, be fined, etc. 

Sec. 2. That the President of the United States is hereby authorized, in his discre¬ 
tion, to declare by public proclamation historic land marks, historic and prehistoric 
structures, and other objects of historic or scientific interest that are situated upon the 
lands owned or controlled by the Government of the United States to be national 
monuments, and may reserve as a part thereof parcels of land, the limits of which in 
all cases shall be confined to the smallest area compatible with the proper care and 
management of the objects to be protected. 

I remember that in the committee there were various amendments 
proposed, one of which limited the area to 160 acres; another limited 
it to, I think, 320 acres; and perhaps there was an amendment pro¬ 
posing to go a little higher than that. Then the committee concluded 
that perhaps we ought not to place a limitation, supposing in no event, 
of course, would anything but a small area of land be included in one 
of these monuments. 

Mr. Ferris. How much did they take in under this bill ? 

Mr. Herrick. More than 1,000,000 acres. 

The Chairman. In this case a million ^cres, or more than a million 
acres, as Mr. Herrick says, is “a parcel of land.” Here is the only 
authority given to the department in the matter of supervision. This 
further indicates the intent of the act: 

That permits for the examination of ruins, the excavation of archaeological sites, 
and the gathering of objects of antiquity upon the lands under their respective juris¬ 
dictions may be granted by the Secretaries of the Interior, Agriculture, and War to 
institutions which they may deem properly qualified to conduct such examination, 
excavation, or gathering, subject to such rules and regulations as they may prescribe: 
Provided , That the examinations, excavations, and gatherings are undertaken for the 
benefit of reputable museums, universities, colleges, or other recognized scientific 
or educational institutions, with a view to increasing the knowledge of such objects; 
and that the gatherings shall be made for permanent preservation in public museums. 

I do not know but that under the permission to excavate given in 
this act the Secretary might have allowed these gentlemen to exca¬ 
vate a tunnel; but that was not what Congress had in mind. 

Mr. Volstead. This land ought to be set aside as a national park 
rather than having what seems to me the ridiculous proposition of 
withdrawing it under this statute, although I have no personal objec¬ 
tion to it. It would be very much more proper to set it aside as a 
national park. Let me ask you some questions in reference to this 
bill. 


GRAND CANYON OF ARIZONA. 


21 


Mr. Herrick. Yes, sir. Just a moment: Under the first section 
of that bill, it has occurred to me since your chairman read it, any¬ 
body who dug a stick or stone out of any part of that 1,000,000 
acres, or built a fire there, or did anything else, would be interfering 
with a national antiquity, and would be liable to fine and imprison¬ 
ment. 

Mr. Volstead. I do not imagine there will be much danger of that. 

Mr. Herrick. It is all in the same act. 

Mr. Volstead. Let me suggest this: The bill does not make any 
provision, as I read it—I have read it very hurriedly—as to the width 
of the strip that you are going to take. How much land will you 
need? How wide would the road have to be? 

Mr. Herrick. In the tunnel we would need about 8 feet; maybe 
a little more. 

Mr. Oppmann. At first it would be just as wide as a street-car track. 
But our expectation is that just as soon as it becomes known and 
the tunnel is excavated so that people can go down into it there will 
be more traffic than ever before. Then it would be necessary to 
have two tracks, one going and one coming. Do you understand ? 

The Chairman. A double-track right of way would be about 50 
feet ? 

Mr. Oppmann. About 50 feet. I think that would be a fair width. 

Mr. Volstead. You have a provision here for getting timber free. 
Without any limitation as to the distance you may go into the forest 
reserve, you wish to take all the timber you want ? 

Mr. Oppmann. You might as well cut that provision out, because 
there is no timber at all on this land. 

Mr. Volstead. But under the bill it coidd be taken from adjoining 
land. 

The Chairman. I take it that if the right of way is granted you 
expect the committee to pass upon those questions in considering 
the bill and use its judgment as to limitations. 

Mr. Oppmann. And use its best judgment. 

Mr. Volstead. Suppose we should undertake to put in a limitation 
that you should hold this right of way for fifty years, what objection 
would you make to that ? Have you any idea what it would cost ? 

Mr. Oppmann. Yes; I have. 

Mr. Volstead. Can you give the committee some idea as to that ? 

Mr. Oppmann. I have not any memorandum here on that point. 
It would cost, gross, over a million dollars—the whole thing, with 
the elevator down to the river. 

The Chairman. Have you figured out the cost of the construction 
on the brink of the canyon? 

Mr. Oppmann. On the brink of the canyon, yes. The cost of con¬ 
struction there is somewhat higher than that of the tunnel system, 
because it is so much longer; and then we shall have to have some 
bridges. 

The Chairman. And then there are some cuts? 

Mr. Oppmann. Yes; some cuts going in, you understand. I do not 
think there are 50 people living in that county that have seen the 
brink of the canyon between those two points. It would stop almost 
anybody from getting through. Our engineers had great trouble in 
getting through on account of the shrubbery. 

The Chairman. Do you mean that there is a low growth there ? 


22 


GRAND CANYON OF ARIZONA. 


Mr. Oppmann. There is a low growth, about that high [indicating]. 

The Chairman. What is that ? What kind of timber ? 

Mr. Oppmann. It is not timber. What do you call it ? 

Mr. Neal. It is juniper and cedar. A good deal of that growth 
down there. 

Mr. Oppmann. It is something like juniper. 

The Chairman. It is a sort of a cedar, is it not ? 

Mr. Oppmann. It is about half as high as this room. You can not 
find any trees as high as this room. It is no thicker than this [indi¬ 
cating]—merely brush. 

Mr. Volstead. From the railroad would you be able to see into the 
canyon to any great extent, unless- 

Mr. Oppmann. From our intended road—from this road ? 

Mr. Volstead. Wait a minute, until I finish my question. 

Mr. Oppmann. You can see the canyon on the left-hand side going 
out. When you are going directly east you see the canyon—a 
sightseeing tour of 17 miles—almost every minute of the time. 

Mr. Volstead. But would you be able to see it without clearing 
off whatever juniper or other trees are in the way ? 

Mr. Oppmann. The juniper that k is there is not more than about 
that high [indicating]. 

The Chairman. Please say how many feet you mean. When you 
say “that high,” it does not mean anything in the record. 

Mr. Oppmann. Say about 4 feet—from 4 to 6 feet. 

The Chairman. In other words, after your road is constructed, 
following the line you have surveyed, there will be but little timber 
(and that will consist of only an isolated tree here and there) that will 
interfere with the view of the canyon ? 

Mr. Oppmann. With the view of the canyon—yes, sir. 

The Chairman. I suppose that at points, particularly where you 
leave the edge of the canyon, there might be a few trees that for the 
moment would obstruct the view ? Is that true ? 

Mr. Oppmann. No. 

The Chairman. I suppose the timber growth there is similar to 
the timber growth generally in that part of the country, and that at 
some points where there is a turn and a little break, there might be 
a few trees growing down under the brink of the canyon, the tops of 
which would come high enough to interfere temporarily with the 
view for a hundred feet or so, possibly. 

Mr. Oppmann. Yes, sir; that is just about as you will find it there. 

Mr. Volstead. There is no road or trail along where this road is to 
be constructed? 

Mr. Oppmann. No, sir; and hardly anybody ever passes through. 
Our chief engineer, when he passed through the first time, tried to go 
on horseback. 

The Chairman. Is there any sort of a trail following or approxi¬ 
mately following the brink of the canyon at that point ? 

Mr. Oppmann. No, sir; nothing whatsoever. 

Mr. Volstead. In digging your tunnel, where would you put the 
refuse ? Down below ? 

Mr. Oppmann. The refuse would be partly down below, and partly 
above. You could fix the roads with it, you understand, for some 
distance. Then there are some fills. 



GRAND CANYON OF ARIZONA. 


23 


The Chairman. If you were driving the tunnel at the same time 
that you were building the road, you could use much of the spoil from 
the tunnel for the ballasting of the road, I suppose ? 

Mr. Oppmann. Yes; and for filling. 

Mr. Herrick. The balance could be dumped into the river; which 
is very swift at that point. 

Mr. Oppmann. No; there is no river there. 

Mr. Herrick. I mean below. 

Mr. Volstead. If you dumped very much into the river, you would 
change the appearance of it, would you not ? 

Mr. Oppmann. You are about 3 miles away from the river. 

Mr. Herrick. It would carry it down to the Pacific Ocean. 

The Chairman. Can you put into the record before it is printed— 
are you willing to do so—an approximate estimate of the cost of the 
construction you contemplate, including the railroad or trolley line 
on the brink of the canyon, the tunnel, and the line on the lower 
bench—in other words, approximately all of the proposed construc¬ 
tion there except the elevator, which seems to be somewhat nebulous ? 

Mr. Oppmann. It will be between $750,000 and $1,000,000. 

The Chairman. Are you prepared to and will you put in the 
record, or you desire to put in the record, a statement in some detail 
of the cost of construction of these various propositions ? 

Mr. Oppmann. Yes, sir; I am prepared to do it, and will do it. 

The Chairman. I suppose you have worked that all out. For 
instance, you know how much per mile this is going to cost you, 
approximately? We want a detailed statement, if you are willing 
to make it, to go in the record when we print it. 

Mr. Neal. We will furnish that. 

The Chairman. In addition to that the committee would like to 
have a sworn statement of the expenditures made by your company, 
when they were made, and for what purpose they were made—par¬ 
ticularly the expenditures made prior to the erection of this territory 
into a national monument. 

Mr. Neal. Yes, sir; we will present that. 

Mr. Oppmann. Have you got it here ? 

Mr. Neal. No, but we will get it. 

The Chairman. We would like to have that in the form of a sworn 
statement, in detail, to go into the record. 

Mr. Neal. We will furnish that. 

The Chairman. I have no knowledge as to what the committee 
may desire to do; there is no one here that I imagine has formed any 
opinion as to what ought to be done; but if your people are entitled 
to any consideration in this matter over and above anyone else, it 
will depend very largely upon what you have done, upon your expendi¬ 
tures at a time when a right of way might have been granted without 
appealing to Congress. 

Mr. Neal. We shall be very glad to furnish that in the shape of a 
sworn statement. 

Mr. Volstead. How soon could you commence the construction? 
It seems to me there ought to be some provision as to the time when 
you shall commence actual work. You say it is to be completed 
in five years. I do not think Congress should grant a floating fran¬ 
chise that might simply be sold, without any reference to actual con¬ 
struction. 


24 


GRAND CANYON OF ARIZONA. 


Mr. Oppmann. I will say that we will commence just as quickly 
as our contracts can be made. Our money is together for the whole 
enterprise. 

Mr. Volstead. Could it be commenced inside of, say, six months 
from the time the act was approved ? 

Mr. Oppmann. Yes, sir; yes, sir; within three months, I should 
say, or certainly six months. I think six months would be better. 

The Chairman. Would there be any objection on your part to 
having placed in any bill that might be reported a provision that 
your right of way should depend upon your satisfying the Secretary 
of the Interior that you were financially able to go on with this work, 
and upon your entering into a bond for the speedy construction of the 
work ? 

Mr. Oppmann. No objection at all. We will construct it just as 
quickly as we can. 

Mr. Volstead. How long will it take to construct this road ? 

Mr. Oppmann. I think the tunnel system will take about a year 
and a half from the time we get the grant. 

Mr. Volstead. The laying of the surface road along the edge of 
the brink would not need to take that long, would it ? 

Mr. Oppmann. It would not take that long; but I will tell you: 
If you are familiar with the ground and with the conditions, you will 
understand that this is all a volcanic country. That is especially so 
along the rim of the canyon, more than it is away from the canyon. 
Along the rim the building of the railroad is more expensive than at 
any other place. 

The Chairman. I should say you would be doing very well indeed 
if you constructed the surface road in a year after you started. 

Mr. Volstead. Would there be any objection to putting in the bill 
a limitation requiring the completion of the road within two years 
instead of five years ? 

Mr. Oppmann. I am satisfied with two years. 

Mr. Neal. Of course, I would not like to have the limitation so short 
as that. 

Mr. Oppmann. I should say about three years. 

Mr. Volstead. If, when the time was up, you had gone on and 
expended money in good faith and had done a substantial part of the 
work, there would not be any difficulty in getting it extended. 

Mr. Neal. Oh, I do not think so, either. 

Mr. Oppmann. If it took a few months longer the Government 
would not kick about it ? 

Mr. Volstead. No. 

Mr. Oppmann. And we would do it just as fast as possible. 

The Chairman. What do you propose to run over this surface 
road ? Gasoline motors ? 

Mr. Neal. Yes, sir. 

The Chairman. How do you propose to operate your line down 
on the bench ? 

Mr. Oppmann. With gasoline; just the same. 

The Chairman. How long is the line on the bench? 

Mr. Oppmann. On the rim ? 

The Chairman. No; on the bench—on the top of the Granite 
gorge ? 


GRAND CANYON OF ARIZONA. 


25 


Mr. Oppmann. About two miles and a half long, coming down 
and turning around and coming back to the place where the tunnel 
commences. I can explain it to you, Mr. Chairman, on the map. 

The Chairman. That is a complete circle, is it? 

Mr. Neal. It is a loop, you know. 

The Chairman. There is a loop at the end ? 

Mr. Neal. A loop at the end. 

(Mr. Oppmann exhibited a map to the committee.) 

The Chairman. We have that map. 

Mr. Volstead. Might it not be more profitable to operate this road 
by electricity, instead of by gasoline ? 

Mr. Oppmann. We have thought over % both propositions. We 
have been very much hampered about electricity. We could not 
get the electricity, except from the Santa Fe Railroad, in the valley. 
Then we would have to have an electric plant. Then we would have 
to build a plant of our own. We can not have smoke, buildings, and 
all that kind of thing. 

Mr. Volstead. You would have less smoke on the trains. 

Mr. Oppmann. There will not be any trains. 

Mr. Volstead. The cars, I mean. 

Mr. Oppmann. These will be just the same as the sight-seeing cars 
or automobiles that you have going around in the city of Washington. 
In fact, our intention is to have cars for 6, 12, 18, or 24 people, just 
as you get a crowd. If you get a smaller crowd, you will use small 
automobiles. It is simply an automobile on rails. 

The Chairman. You would use approximately the system that 
the Union Pacific and other roads use for local trains—an automo¬ 
bile car, a gasoline car ? 

Mr. Neal. Yes. You see, Mr. Pinchot raised an objection right 
away to poles being put up and wires being strung; and we simply 
took all those objections and minimized them. 

The Chairman. Is there any opportunity to develop water power 
in the canyon, and use electricity in that way ? 

Mr. Oppmann. Yes, sir; there is a fine opportunity to develop 
electricity enough in the Grand Canyon to run the whole Territory 
of Arizona. 

The Chairman. If the gentlemen of the committee do not desire 
to ask these gentlemen any further questions, I think it might be 
well for us to hear from the gentlemen from the Agricultural and the 
Interior departments. 

Mr. Ferris. If I may make a suggestion, Mr. Chairman, you will 
recall that Mr. Herrick was taken off of his feet almost in the middle 
of a sentence. 

The Chairman. Oh, Mr. Herrick, did you not complete your 
statement ? 

Mr. Herrick. I should like to take one or two more minutes, Mr. 
Chairman, if you will let me do so. 

The Chairman. We shall be very glad to have you. I thought 
perhaps you might like to make a statement after Mr. Potter and Mr. 
Finney have spoken. 

Mr. Herrick. Yes, sir; I would. 

The Chairman. Unless you care to conclude something that you 
were saying. 

Mr. Herrick. Why, no; I will just wait until they finish. 

Mr. Ferris. That is all I wanted. 


26 


GRAND CANYON OF ARIZONA. 


STATEMENT OF MR. ALBERT F. POTTER, ASSOCIATE FORESTER, 
DEPARTMENT OF AGRICULTURE. 

The Chairman. Mr. Potter, we should like to hear from you. I 
will say to the members of the committee who were not here at first 
that Mr. Potter spoke rather briefly at the beginning of the hearing. 

Mr. Taylor. Mr. Chairman, did Mr. Potter make a statement this 
morning ? 

Mr. Chairman. Yes; he made a brief statement. I assume that 
it will be admitted by all that eventually some provision ought to 
be made whereby tourists can have an opportunity to travel in a 
safe and comfortable way along and into the Grand Canyon. There 
may be a great difference'of opinion as to whether the Government 
should undertake the construction of a road for that purpose, or 
whether the right to construct should be granted to a company; and 
if so, under what limitations and conditions. The committee would 
like to know the views of your bureau, if you have formulated any, 
as to what ought to be done, and as to how it ought to be done. 

Mr. Potter. I will say in the beginning, that it appears without 
question to have been the policy of the Government not to allow rail¬ 
road construction within national parks, and that in effect this 
national monument is a national park. 

Mr. Parsons. It has always seemed to me that it would be very 
much better and would add very much to the convenience of tourists 
if there were a trolley line through the Yellowstone Park, rather than 
to have to go in those dust-covered coaches. You could see it in 
half the time, with ten times the convenience, and at probably 
half the expense. 

Mr. Ferris. The gentleman from New York has certainly voiced 
my sentiments in that regard. 

Mr. Taylor. That is the way I feel about it. 

The Chairman. There may be some difference of opinion with 
regard to the Yellowstone Park; but here is a condition quite different 
from that existing in the Yellowstone Park. So far no action has 
been taken, so that Congress has a free field to work in; and the 
question is: What is the best thing to do from the standpoint of 
the people ? 

Mr. Potter. The point I wanted to make clear, Mr. Mondell, was 
that if it is true, as has been expressed by some of the members of the 
committee, that it should be a national park instead of a national 
monument, then I want to call attention to the fact that this would 
be the first departure from what has been the policy of the Govern¬ 
ment in the past. 

The Chairman. Oh, well, the national parks are made for the 
people, and not the people for the national parks. 

Mr. Potter. That is true; but this would be the first departure 
in the way of railroad construction. Therefore it should be consid¬ 
ered very carefully. 

Mr. Parsons. I think it would be a mighty good thing. 

Mr. Ferris. It is a good thing to begin. 

The Chairman. You have some opinion as to whether or not a 
wagon road should be constructed, or some road along the lines 
suggested ? 


GRAND CANYON OF ARIZONA. 


27 


Mr. Potter. Yes, sir. We had a careful survey made there by 
one of our forest engineers; and he prepared a very complete plan 
contemplating the improvement of the national monument by the 
construction of good wagon roads along the rim, and the improve¬ 
ment of the trails into the canyon. We feel that that is the pref¬ 
erable method of improvement. 

The Chairman. Did you contemplate a wagon road approximately 
following the rim of the canyon ? 

Mr. Potter. Yes, sir; approximately following the rim of the 
canyon, where the proposed right of way of Mr. Oppmann’s railroad 
is located. A bill has been introduced by Mr. Cameron, the Delegate 
from Arizona, asking for an appropriation of $110,000 to construct 
that road. The bill has not been reported out from the Appropria¬ 
tions Committee, but it was presented in contemplation of carrying 
out this working plan which was prepared by the Forest Service. 

The Chairman. I imagine that you never got far enough to make 
an accurate survey of the rim of the canyon with a view of ascer¬ 
taining or estimating the approximate cost of a first-class wagon 
road for the distance to be covered. 

Mr. Potter. Yes; we did. 

The Chairman. You did go that far? 

Mr. Potter. Yes, sir. 

The Chairman. You have estimates per mile for the road and the 
necessary structures—bridges, and so forth ? 

Mr. Potter. Yes, sir. The bridge construction does not amount 
to very much. 

The Chairman. I suppose there might be little draws coming in 
that would have to be bridged. 

Mr. Potter. Yes. 

The Chairman. Have you that plan with regard to the proposed 
improvement so worked out that you could put it in the record ? 

Mr. Potter. Yes, sir; I shall be very glad to do so. 

The Chairman. We shall be very glad to have it go in the record 
at this point. 

(See Appendix, Exhibit A.) 

Mr. Potter. Of course, another question is this: If we depart from 
the established policy, which heretofore has been in opposition to rail¬ 
way construction in cases of this kind, it would mean that probably 
other applications would be made similar to Mr. Oppmann’s, and 
that it would result in the construction not only of this road but pos¬ 
sibly of many others. We feel that extensive construction of that 
kind would interfere with the scenic beauty of the canyon, and would 
mar it in a way that should be avoided. 

The Chairman. Is it your opinion that a thoroughly constructed 
and well-ballasted line of this kind, operated with good cars, would 
seriously interfere with the scenic features of the canyon? 

Mr. Potter. Not if it were constructed back away from the rim, 
and only went to the points of interest. 

The Chairman. Inasmuch as no one would have any point from 
which he could see the line of road and the car itself, and the only 
obstruction would be from the car as it ran affecting the view of 
some one on the other side of the canyon, in what way would it inter¬ 
fere with the scenic beauty more than a line of coaches running 
along ? 


28 


GRAND CANYON OF ARIZONA. 


Mr. Oppmann. It would not seriously interfere in that way. 

Mr. Volstead. I do not see how it could interfere any more than 
building a road and running coaches over it. 

Mr. Potter. No; it would not, for that matter, especially if it were 
run back a distance from the rim, rather than right on the rim. 

The Chairman. But, Mr. Potter, would it not be better to have 
it right on the rim, from the standpoint of the people taking the 
trip and also from the scenic standpoint, so that they would have 
the background of the timber on one side of the road and the unob¬ 
structed view of the canyon on the other ? 

Mr. Taylor. They could run a trolley line a good deal nearer the 
edge than they could run a wagon<road, anyhow, could they not ? 

Mr. Potter. Possibly they could. 

Mr. Taylor. So that they could see better. 

The Chairman. Aside from the general question of policy—pos¬ 
sibly you do not care to answser this question because you may not 
have thought it out carefully—but aside from the general question of 
policy, is it your opinion that a good wagon road there would serve 
the purpose of tourists better and more advantageously than a good, 
well-constructed trolley line ? 

Mr. Potter. I think it would serve their purpose just as well. 

The Chairman. It is 16 miles long. At 4 miles an hour that would 
consume four hours going, which would be eight hours down and 
back. That volcanic formation becomes an impalpable powder when 
it is broken up, and it would require sprinkling the entire distance if 
you ran wagons over it. 

Mr. Potter. Of course, most people would not care to go the entire 
length of the road. They would be satisfied with less than that. 

The Chairman. But is not the Grand View Point the real objective 
point of everybody that goes there? 

Mr. Potter. It is one of them—one of the best viewpoints. 

Mr. Oppmann. Is it not the best? 

Mr. Potter. I could not say, Mr. Oppmann; I have not been on 
all of them. But I should say without hesitancy that it is one of the 
best viewpoints of the canyon. 

Mr. Parsons. But if there were a trolley, you could see several of 
the viewpoints. 

Mr. Potter. Yes. 

Mr. Parsons. Whereas if you had to drive, it would probably take 
you four hours to get to the principal one. 

Mr. Potter. That is true. You could see more of the points with 
the trolley. 

Mr. Ferris. If this park is worth anything at all, it is worth some¬ 
thing for the people to visit it and see it. 

Mr. Potter. Yes; that is certainly so. 

Mr. Ferris. And that would be true not only of this park but of 
all others. Why is it not true that both a wagon road and a trolley 
line would be good for the park and valuable to the park? That is 
the way it addresses itself to me. 

Mr. Potter. That would probably be the better way from the 
standpoint of the convenience of the travelers. 

Mr. Ferris. We have car lines on the thoroughfares in our crowded 
centers, and no one would deny the advantage of having them. It 
seems to me it is a courageous thing for these fellows to do this—to 


GRAND CANYON OF ARIZONA. 


29 


go out there and build this line; and I think it is a thing that will 
make the park attractive and valuable, and be an asset to the Gov¬ 
ernment, rather than a departure from the policy of conservation or 
any other policy that anybody wants to entertain. 

Mr. Potter. Of course I understand that Mr. Oppmann is entirely 
willing to have all the amendments made in the bill which are neces¬ 
sary to bring it under the direct supervision of the department. 

Mr. Oppmann. Under the supervision of the Government. 

Mr. Potter. As to the kind of road that shall be built and the 
regulation of the rates, etc. 

The Chairman. Mr. Potter, you may rest assured that if this 
committee reports any measure of this kind it will report it in a 
way that will leave the matter completely and fully under the con¬ 
trol of the departments. You can take that for granted in your dis¬ 
cussion of the matter. 

Mr. Potter. Of course it is my opinion that a permanent easement 
for an enterprise of this kind should not be granted, but that only 
the right of occupancy should be allowed by the Government, as 
suggested, under a permit subject to revision at the end of a stated 
period of forty or fifty years, whatever a reasonable period would be. 

The Chairman. Still, that is not so important if at all times all 
features of the operation and all charges are under the control of the 
department. Then you have a right of way which, whatever you 
call it—an easement or a permit—is revocable at any moment, by 
reason of the fact that you have absolute control over the conditions 
of operation. 

Mr. Potter. That is the idea. The Government should have the 
right to control it. 

Mr. Taylor. I want to ask a question. Mr. Potter, has your 
department worked out any plan whereby you can encourage and 
join with enterprises of this kind to put these trolley lines through the 
parks for the benefit of the public and, on the other hand, prevent 
them from holding up the public and buncoing or bilking them ? It 
seems to me that can be done by putting some reasonable restric¬ 
tions upon them, so that we will not have interminable trouble with 
them and at the same time the people will get the benefit of the enter¬ 
prise. The idea is not to have the Government making money out of 
them, but, to have the public have the benefit of these parks at a rea¬ 
sonable price, and comfortably; not with a lot of jacks and burros 
and inconvenience and dirt. I have been all over these places; I 
have been down that trail myself, and I would not go down again for a 
thousand dollars. But I know what it is. 

The Chairman. Do you mean to say that you, a Coloradian from 
the west slope, are complaining about the Bright Angel trail ? 

Mr. Taylor. There is no sense in taking women and others down 
there on a mule, the way we have to go. I can go down there, of 
course. I have ridden a broncho since 1 was a child. But 90 per 
cent of the people can not go down there at all now; and yet they 
have a right to see the thing. Why does not your department, Mr. 
Potter, join in framing up some legislation of that kind for the 
Yellowstone Park and all the other parks, and make them attractive 
and economical to the public, as far as can be, instead of putting 
obstructions in the way ? I do not know whether you are doing so 


30 


GRAND CANYON OF ARIZONA. 


or not; but anybody that wants to continue the existing conditions, 
it seems to me, is putting obstructions in the way. 

The Chairman. Mr. Potter’s department has nothing to do with 
the Yellowstone Park. 

Mr. Potter. No, sir. 

Mr. Taylor. I know it; but, generally speaking, they are the 
guardians of the conservation movement. 

Mr. Parsons. They ought to have to do with the Yellowstone 
Park. 

Mr. Potter. In granting permits which have already been issued 
for stables used in connection with the hotel and construction work 
that has been done in the Coconino National Forest, adjacent to the 
national monument, and also on part of the lands in the national 
monument, we have exacted stipulations of that kind, stating that 
they must not charge more than a reasonable price. The charge 
down the trail is fixed in that way. We provide that the charge, in 
addition to the dollar which goes to the county of Coconino, must 
not be more than $3. It does not make any difference who 
goes down the trail with a horse, he must pay his dollar to Coconino 
County. On the occasion of the first trip I made to the canyon there 
were other people operating horses there besides the Santa Fe Com¬ 
pany. Mr. Hamilton had a string of horses, and was taking people 
down there—his charges, of course, being the same as those of the 
Santa Fe Company. I visited the canyon again last fall, coming in 
from the Utah side; and I was taken down what is known as the 
Bright Angel Creek trail, on the other side, by horses operated by the 
Grand Canyon Transportation Company. Mr. Bass also has a station 
located several miles down the river, from which he operates horses, 
taking tourists down into the canyon. So the Santa Fe Company has 
not a monopoly of the visitors there, as far as we can prevent them 
from having it. 

The Chairman. Except so far as they have the only railroad that 
approaches the brink of the canyon. 

Air. Potter. Yes, sir; that is the idea—so far as they have it 
through the ownership of land which they acquired before the 
monument was erected. 

The Chairman. Mr. Potter, what do you think about this propo¬ 
sition of constructing a tunnel? Do you think that it is feasible, 
and that it would perhaps be the best plan for reaching the brink 
of the Granite Gorge ? 

Mr. Potter. As to its feasibility, I would not want to say. That, 
of course, is a problem for an engineer to pass on. But if it is feasible 
to construct it, it would be an easy way of reaching the gorge. 

The Chairman. What plan has your department worked out or 
suggested or had in mind for reaching the Indian Garden ? 

Mr. Potter. An improvement of the trail, so that it would be 
made safer. 

The Chairman. You have no plan for anything other than the 
improvement of the trail ? 

Mr. Potter. No, sir; nothing in the way of railway construction; 
only in the way of road and trail construction. 

Mr. Volstead. Is there not a claim that that trail belongs to some¬ 
body else than the Government? 


GRAND CANYON OF ARIZONA. 


31 


Mr. Potter. Yes, sir. It has been stated that it does. There 
has been a great deal of litigation over it. Mr. Cameron operates it 
under a license from the county, which was granted to him under the 
provisions of an act of the territorial legislature. 

Mr. Volstead. Is there not some claim to the Indian Gardens, too— 
to the land ? 

Mr. Potter. Yes, sir. There is also a question in reference to the 
claim there. 

Mr. Volstead. Do you know whether that has ever been decided? 

Mr. Potter.- Mr. Finney could give you a more definite answer 
to that question. 

The Chairman. Is there some one living permanently at the 
Indian Gardens ? 

Mr. Potter. I think so. There was some one there each of the 
two times that I visited it. 

The Chairman. Does any one of you gentlemen know whether 
any person is now claiming the land ? 

Mr. Neal. I can give you some information on that point. Mr. 
Cameron maintains some one in an adobe house at the bottom of the 
Indian Gardens, in order to come within some of these mining claims. 
I think it is his brother. 

The Chairman. He has a claim under the mining laws ? 

Mr. Neal. He claims some mining rights at the bottom of the 
Indian Gardens. I do not know the legal status of that matter. 

Mr. Finney. He has two lode claims at the rim of the canyon, 
two mill-site claims on the Indian Gardens, and two other lode claims 
down at the foot of the trail near the river. They were the subject 
of litigation before the department. Secretary Garfield held the mill- 
site claims and three of the lode claims to be invalid. The fourth 
lode claim he held to have a sufficient discovery of mineral upon it to 
permit the location to stand, and Cameron be allowed to continue 
to work it. 

The Chairman. Where is that claim located ? What ground does 
it cover ? 

Mr. Finney. That lode claim is down near the river; down near 
the Corkscrew. A motion for review has been filed, and the case is 
still pending before our department. 

The Chairman. The Indian Gardens claims ? 

Mr. Finney. All of the claims. 

Mr. Volstead. Would this bill in any way interfere with this 
claim of Mr. Cameron’s, supposing Cameron’s claims were validated ? 

Mr. Finney. If Cameron’s claims were validated, this company 
would have to secure a right of way over his claims. 

Mr. Oppmann. And pay him for it ? 

Mr. Finney. And pay him for it. 

Mr. Oppmann. That is what we are willing to do. 

Mr. Finney. Personally I do not anticipate that there would be 
very much difficulty in that respect. 

Mr. Oppmann. We are satisfied to pay for any claims we go 
through. 

Mr. Volstead. Is there a lower shelf in line with the Indian Gar¬ 
dens on which a road could be built down in the valley ? 

Mr. Potter. There is a lower bench in the formation all the way 
through the canyon; yes, sir. But there are many side canyons 


32 


GRAND CANYON OF ARIZONA. 


breaking into it, so that a road along that bench would have to be a 
very crooked one. That is, it would have to go around the heads of 
a great many canyons. But there is a comparatively level plateau 
at the elevation of the Indian Gardens which extends clear through 
the Canyon. The entire formation of the canyon is in benches, so to 
speak; and many of these benches are composed of the different 
kinds of rock. 

Mr. Volstead. Are there any benches below this one where the 
Indian Gardens are located? 

Mr. Potter. No; that is just above what they call the Granite 
Gorge. 

The Chairman. Everything is volcanic below that point, with no 
well-defined planes. Is that true ? 

Mr. Potter. It is a comparatively level break, and there is not 
much change in the formation. 

The Chairman. As I understand it, the formation from the granite 
up is all sedimentary ? 

Mr. Potter. It is mostly sandstone; yes—different kinds of sand¬ 
stone and some limestone. 

The Chairman. Sedimentary formations; and this bench is formed 
by the more rapid erosion of the sedimentary rocks than of the 
igneous rocks which form the surface of this bench ? 

Mr. Potter. Yes; that is the idea. That is probably the explana¬ 
tion of the geological formation—that those lower strata are harder 
rock than the higher benches. „ 

The Chairman. Very much harder? 

Mr. Potter. Yes, sir. 

Mr. Parsons. Is this a map of the canyon ? 

Mr. Potter. Yes, sir; that is the Geological Survey map of the 
canyon. 

Mr. Neal. May I ask Mr. Potter one question ? 

The Chairman. Yes, sir. 

Mr. Neal. Mr. Potter, you say your plans contemplate the con¬ 
struction of a wagon road from the Bright Angel trail to Grand View 
Point at an expense of some $110,000? 

Mr. Potter. Yes. That expenditure also covers a road toward 
Hermit Basin, going the other way. 

Mr. Neal. That road would be built by the Government ? 

Mr. Potter. Yes, sir. 

Mr. Neal. Is it not a fact that the only persons in that locality 
who could use that road, who could make use of it, would be those 
connected with the Santa Fe Railroad ? 

Mr. Potter. No, sir; anyone could use it who went out there with 
a rig. 

Mr. Neal. Yes; but the question is whether anybody else is there 
that has transportation wagons there. 

Mr. Potter. It is up to them if they wish to go. You gentlemen 
probably understand that prior to the construction of this branch 
line of the Santa Fe road from Williams to the Grand Canyon all 
visitors to the canyon went out by stage, either from Flagstaff or 
Williams. The old wagon road that they now use in going from 
El Tovar Hotel to the Grand View Hotel is really part of the old 
road that was used in those times by the stage lines. Of course it is 
not in good repair. It is, as has been stated, impassable during several 


GRAND CANYON OF ARIZONA. 


33 


months of the year by reason of its boggy condition, and needs to be 
improved. There is not any question about that. In fact, there 
ought to be a new wagon road constructed in a better place, which 
would be nearer the rim of the canyon. 

Mr. Taylor. The Santa Fe Railroad would reap the benefit, in any 
event, from a trolley line or anything else. 

Mr. Potter. Oh, yes; to be sure. You can not avoid that. 

The Chairman. There is this question, however, whether the 
Government ought to spend its money or allow some private party 
to make the expenditure. 

Mr. Taylor. Yes; to be sure. 

Mr. Oppmann. May I ask Mr. Potter a question? 

The Chairman. Yes; we want to thrash this thing out while we are 
at it. 

Mr. Oppmann. Mr. Potter, you remember, do you not, that about 
a couple of months ago I saw you over in the Agricultural Depart¬ 
ment ? 

Mr. Potter. Yes, sir. 

Mr. Oppmann. Do you remember telling me that the Government 
contemplated building a road only about a mile away, say, over to 
the first point—what they call O’Neill Point ? That is what you said. 

Mr. Potter. No, sir. You must have misunderstood me. 

Mr. Oppmann. You contemplate building a road clear to Grand 
View ? 

Mr. Potter. Clear to Grand View;, yes, sir. 

Mr. Oppmann. For $110,000? 

Mr. Potter. Yes, sir. 

Mr. Oppmann. Well, this is 17 miles long. 

The Chairman. Like all estimates, that is subject to revision. We 
realize that. 

Mr. Oppmann. When it comes to the point, who is going to benefit 
by it ? 

Mr. Potter. The public. 

Mr. Oppmann. Is it not exclusively the Santa Fe? 

Mr. Potter. There is no reason why that should be. It would be 
open to the public. 

Mr. Oppmann. I am almost certain that if any of us here wanted 
to go out there with his automobile, he could not go over it; could he ? 

Mr. Potter. You could go over it if the Santa Fe people or anyone 
else was allowed to go over it with an automobile. 

Mr. Oppmann. Is it not a fact that people can not go to the Yellow¬ 
stone Park and go through it with an automobile ? 

Mr. Potter. I can not say; I do not know what the regulations 

Mr. Oppmann. Is it not a fact that at the Yellowstone Park the 
roads and the hotels are controlled solely by the railroad company ? 

The Chairman. Oh, no; that is not true as to the roads. 

Mr. Oppmann. It is not ? 

Mr. Potter. No, sir; it is not. 

The Chairman. The only reason why automobiles are not allowed 
to go through the Yellowstone Park is that the Interior Department 
believes that the running of automobiles through the park on that 
system of roads would result in accidents. 

47845—10-3 


34 


GRAND CANYON OF ARIZONA. 


Mr. Parsons. There is a good deal of complaint about the Yellow¬ 
stone Park to the effect that if you want to hire horses from any other 
place than the Mammoth Hot Springs, you are a long time in getting 
them, and are generally inconvenienced. 

Mr. Potter. That is because other people do not find it profitable 
to operate horses at the prices the Government restricts them to; 
but they are perfectly free to do so if they wish to. If the Govern¬ 
ment allowed the railroad company to operate automobiles, it would 
allow any one else to operate them. There is no monopoly of it at all. 

Mr. Volstead. If they operated an automobile over a railway track, 
I presume there would not be much trouble about that; but I would 
not be in favor of using the government roads over there for a rail¬ 
way. As long as we built them and have gone to that expense, I 
think we ought to maintain them. I think we ought to have a 
trolley line through there. I have been through the Yellowstone 
Park twice. There is a good deal of that country which is not very 
interesting, while there is very much of it that is; and if there were a 
trolley line through the park you could spend very much more time 
at the points of interest, and it would be more convenient and easy 
to go through. 

The Chairman. Is there anything further, Mr. Potter ? 

Mr. Potter. There is only one other thing, in reference to the 
statement that Mr. McVean had given his approval to this project. 
I can not find anything of official record to that effect. Mr. McVean 
himself is now on furlough; and I take it for granted that any approval 
which he did give was merely informal, and simply expressing his 
personal opinion about it. 

The Chairman. That would not influence the committee one way 
or the other. 

Mr. Smith. Mr. Potter, I have never seen that country and do not 
know anything about it. With reference to this road along the 
crest of the canyon, would it be feasible to operate automobiles along 
there on a good roadbed, rather than stage coaches ? 

Mr. Potter. I think it would. 

Mr. Smith. The grades would not prevent anything of that kind ? 

Mr. Potter. No, sir. It is a comparatively level country. 

Mr. Smith. Then it becomes chiefly a question, it seems to me, as 
to whether we will operate an automobile on a dirt road or operate 
some kind of a motor car on a steel road. Is not that the question? 

Mr. Potter. Practically; yes, sir. 

Mr. Smith. I imagine that in that locality, where feed is scarce 
and must be very high, the horse will soon be supplanted by the auto¬ 
mobile. Then it becomes a question of whether you will operate an 
automobile on a dirt roadbed or whether you will put down a pair 
of steel rails to operate it on. 

Mr. Potter. That would be true; yes, sir. 

Mr. Smith. The matter of presenting something to the view would 
not be a factor in so large a problem as that. So if the Government 
were going to construct and operate a road, it would weigh the cost 
and the merits of the steel road, and decide whether it would build that 
or whether it would build and operate a macadam road to put auto¬ 
mobiles on. 

Mr. Potter. But in the construction of either kind of road, Mr. 
Smith, the timber which is now there should not be removed. The 


GRAND CANYON OF ARIZONA. 35 

road should be constructed so that it would not be necessary' to re¬ 
move the timber—that is, to any great extent. 

Mr. Smith. I do not know anything about the fact as to the timber. 
Then the other question will be whether the Government shall build 
and operate the road along there, or whether it shall let private enter¬ 
prise do it. 

Mr. Potter. That is the idea; yes—whether you should encourage 
private exploitation of the scenery there. 

Mr. Smith. I think everybody will agree that if we allow an indi¬ 
vidual to build and operate a road he must do it under restrictions. 
Somebody must regulate his charges and see that his service is fair, 
and such as the people deserve. I do not understand that the Santa 
Fe Railroad cuts any particular figure in this question, because it 
hauls the people in there as a common carrier. 

Mr. Potter. Yes, sir; it does. 

Mr. Smith. And whoever might use the road after they got in there 
would be patrons of the Santa Fe. 

Mr. Ferris. There was some testimony given at the early part of 
the hearing to the effect that they do interfere with other people; 
that they can not do any business there. 

Mr. Smith. The Santa Fe, being a common carrier, could not keep 
from hauling people there who might want to go in and thereafter 
ride in my automobile, or yours, if we had an automobile line. 

Mr. Neal. They have the transportation. 

Mr. Smith. They have now, yes; but we are endeavoring to 
develop a new public transportation service there, either by the Gov¬ 
ernment or by private enterprise. 

Mr. Potter. Are there any other questions, Mr. Chairman ? 

Mr. Ferris. Just one general question: Do you not think there is 
a great deal in the contention that an improvement of this character 
would really make the park more available, would really be an asset 
to the park, rather than destroying or departing from the conser¬ 
vation standpoint in any way ? 

Mr. Potter. No; I doubt very much if it would. 

Mr. Ferris. You doubt that very much? 

Mr. Potter. Yes, sir; I doubt very much if it would. 

The Chairman. Do you think as many people would go and take 
the trip to Grand View Point over a wagon road as would go on a 
trolley line ? 

Mr. Potter. No, sir; I do not. 

The Chairman. Are we not after “ the greatest good to the greatest 
number ?” 

Mr. Potter. Possibly so. I think, though, that with good roads 
you would have practically as many people going into the canyon, 
and that they would see enough of it to satisfy themselves. 

The Chairman. Yes; but we do not want to rob any American 
citizen of the opportunity to see Grand View Point. 

Mr. Taylor. Tell us, Mr. Potter, what would be the reason for the 
Government spending $100,000 in order to do something that is 
not as good as a private corporation is willing to do without the 
Government spending anything, and that will be more convenient 
to the public if it can be arranged in a way that will safeguard the 
public interests and not be handing out a plum to the Santa Fe 


36 


GRAND CANYON OF ARIZONA. 


Railroad or somebody else ? If that can be arranged definitely, 
why is it not a better scheme than spending the Government’s money ? 

Mr. Potter. If you could exercise the same control and super¬ 
vision over it, it might be. But if the Government builds the roads 
it will have absolute control over them, and it will not establish a 
precedent which will place it under obligations to allow other people 
to acquire the same kind of rights. The granting of privileges or 
rights of way to private corporations would not make it possible for 
the Government to exercise the same control, and it would place 
you under obligations to approve other similar projects when they 
are presented. 

Mr. Taylor. Is not that a system that ought to be worked out by 
your department for the benefit of the general public in such a way 
as to protect the Government’s rights, too? Why would not that 
be a good enterprise for your department to engage in, rather than 
transferring it to this committee ? 

Mr. Potter. That is what we have been trying to do. 

The Chairman. Do you think it would be wise for the Govern¬ 
ment to build and operate this trolley line ? 

Mr. Potter. I would not recommend that it should do that; 
no, sir. 

The Chairman. You think, however, that it would be well for the 
Government to build and maintain a road ? 

Mr. Potter. A wagon road; yes, sir. That would be open to 
everybody, and could be used with any kind of vehicle-—either a 
saddle horse or a carriage or a cart or anything else. 

Mr. Volstead. Would not a road operated like this be open to 
everybody, and would not it be open, in all probability, at half the 
cost, or pretty close to half the cost, that would be involved if the 
Government should construct it ? 

Mr. Potter. If you went in and hired your outfit there, it would; 
yes, sir. 

The Chairman. You do not think anybody would take an outfit 
into the Grand Canyon, do you ? 

Mr. Potter. They do not do so now, for the reason, I think, that 
they can hire the outfit at the canyon cheaper than they can get their 
own outfit in; and that would probably be tru£ if Mr. Oppmann con¬ 
structed the road. 

The Chairman. The point where an outfit can be obtained is so 
distant that it makes the cost prohibitive ? 

Mr. Potter. To be sure; that is true. 

Mr. Taylor. And a trolley line, or something of that sort, would be 
in use at all seasons of the year. The reason I spoke as I did was that 
I went down there when it was all sleet, and a mule could not stand up. 
As a matter of fact, he was smooth shod, and it was worth a man’s life 
to go down that kind of a place at that time. 

The Chairman. Mr. Potter, a trolley line along the brink of the 
canyon would not involve the destruction of any more trees or any 
more timber than a wagon road, would it ? 

Mr. Potter. Why, no, it would not, if the wagon road were built 
on the same survey. 

The Chairman. Of course the wagon road would have to be farther 
back from the brink of the canyon in many places, because it would 


GRAND CANYON OF ARIZONA. 37 

be dangerous to run as near the brink of the canyon with a wagon 
road as you can with a trolley. 

Mr. Potter. Yes. 

The Chairman. That being the case, the wagon road being farther 
back, its construction would result in the destruction of more trees 
than in the case of the trolley, would it not ? 

Mr. Potter. You mean if you cleared away all the trees between 
it and the brink ? 

The Chairman. Yes; or merely through the clearing of the trees 
from the right of way, because the forest, as I understand it, as in the 
case of all similar canyons, is much more scrubby and sparse and thin 
on the brink of the canyon than it is farther back. 

Mr. Potter. Yes; that is true; but of course in building the wagon 
road they could turn around- 

The Chairman. And miss a tree ? 

Mr. Potter. And dodge a tree better than they could with a 
trolley road. 

Mr. Taylor. Those trees are not very valuable trees, are they, 
anyhow, on the brink of the canyon? They are scrub pine, and so 
on, are they not ? 

Mr. Potter. Yes; yellow pine and cedars. We do not want to 
cut them down any more than is absolutely necessary, because we 
want to preserve the canyon in its natural condition. 

Mr. Taylor. But you would not get very many saw logs out of 
many of those trees, would you ? 

Mr. Potter. No. We would not make many timber sales in there. 

The Chairman. Then, as I understand it, the only objection, from 
the standpoint of your department, to the building of a trolley line 
along the brink of this canyon would be, first, that you might not 
have complete control. Of course, it is easy to obviate that by pro¬ 
viding for complete control. Second, that Congress might be impor¬ 
tuned to grant similar rights elsewhere ? 

Mr. Potter. Yes, sir. 

Mr. Taylor. If the rights were sufficiently guarded, there would 
not be any special reason why they should not be granted elsewhere, 
would there ? 

Mr. Potter. Well, that is where we object. I do not believe it 
would be advisable to make extensive improvements of this kind in 
the Grand Canyon, because if it were done it would interfere with 
the scenic beauty. In other words, we do not want to make a Coney 
Island out of it. 

Mr. Taylor. You would not want a dozen lines down there, of 
course. 

Mr. Potter. No, sir; of course not. But that is going to the other 
extreme. 

The Chairman. If you could give everybody that goes to Coney 
Island an opportunity to view the grandeur of the Grand Canyon, I 
believe I would be glad to do it. I believe that marvelous view of 
nature’s handiwork would be rather more elevating than the “shoot- 
the-chute,” the “devil’s slide,” and all that sort of thing. 

Mr. Herrick. May I say a word about the “Coney Island” matter, 
Mr. Chairman? 

The Chairman. That is not important for the record, I think. 



38 


GRAND CANYON OF ARIZONA. 


Mr. Herrick. I simply wish to state that when Mr. Oppmann went 
to see Mr. Ripley and spent several days with him, trying to get him 
to withdraw the opposition of the Santa Fe road to this project, Mr. 
Ripley made the statement that Mr. Oppmann was simply going to 
establish a Coney Island down there—a beer garden. Apparently 
that was founded on the fact that Mr. Oppmann is a retired brewer. 
But ever since then, when this thing comes up, Mr. Garfield brings up 
the “Coney Island” matter and Mr. Pinchot brings up “Coney 
Island.” I do not know what connection there is, but there seems to 
be an unconscious influence of some kind. 

Mr. Potter. It would not be safe, then, for me to claim the remark 
as original. 

Mr. Volstead. If we can make it as popular as Coney Island, I 
think it is all right. 

The Chairman. The departments may be more aristocratic in their 
taste; but those of us who represent the common people are looking 
out for the interests of the ordinary citizen. 

STATEMENT OF MR. E. C. FINNEY, ASSISTANT TO THE SECRE¬ 
TARY OF THE INTERIOR. 

Mr. Finney. Mr. Chairman and gentlemen, the interest of the 
Interior Department in this matter arises largely from the fact that 
there is a bill pending (S. 5938) which proposes to transform this monu¬ 
ment into a national park. That bill has the indorsement of the 
President, the Secretary of the Interior, the Secretary of Agriculture, 
and the governor of Arizona. We hope and believe that this canyon 
will be created into a park. Therefore we are interested as to whether 
any rights of way shall be granted. 

Mr. Taylor. Tell us what the difference is, and what the object 
of the bill is. 

Mr. Finney. National parks are authorized by special acts of 
Congress. They are supposed to be playgrounds of the people, where 
nature’s wonders are preserved in a natural state. The national 
monument act, as I understand it, was designed to protect American 
antiquities, such as the cliff dwellings. 

Mr. Taylor. Both have the same general object, have they not; 
only one is done by executive order ? 

Mr. Parsons. What is the difference in administration? 

Mr. Finney. The national monument is restricted by law to just 
so much of an area as is necessary to protect the historic ruin, or 
whatever there is to be protected. 

Mr. Taylor. But within what is set apart by proclamation, what 
is the difference between the administration of the two? 

Mr. Finney. The national monument, when within a forest 
reserve is under the jurisdiction of the Department of Agriculture. 

The Chairman. The national monument legislation was intended 
as has been stated, for the preservation of antiquities; and there are 
no regulations under which anything can be done in a national 
monument except to preserve the antiquities. 

Mr. Finney. Also, under the laws relating to national parks we 
are able, I think, to provide better accommodations for visitors; 
we are able to build roads, put up buildings and lease privileges within 
the parks. 


GRAND CANYON OF ARIZONA. 39 

Mr. Parsons. But does the Department of the Interior have 
authority to do that with national monuments ? 

Mr. Finney. No; only with national parks and monuments 
outside forest reserves; the Department of Agriculture has jurisdic¬ 
tion over national monuments wherever they are within a forest 
reserve; however, I did not come here to argue the park bill. 

We have made an adverse report on this bill, under date of Feb¬ 
ruary 11, 1910, stating that we do not favor the granting of the right 
of way, but that if it is granted a very different kind of bill should be 
enacted into law, because this does not impose any restrictions or 
conditions upon the grantees. It grants them a right of way along 
the rim of the canyon and down into the canyon, without any stipu¬ 
lation as to the kind of motive power they shall use. It grants them 
the right to take timber and rock from the reserve in constructing 
their roads. There is no provision made for supervision of their 
construction. There is no provision made for supervising the oper¬ 
ation of the roads, and there is no provision made for the regulation 
of the rates to be charged to the people. 

Mr. Volstead. Is there any objection to their taking stone ? 

Mr. Finney. Yes, sir; that is my recollection. 

Mr. Volstead. I know; but what do you base that on? It is all 
stone in there, is it not ? Whatever stone they might take for that 
purpose would never show, would it? 

The Chairman. The question was, Have you any objection to 
their taking stone ? 

Mr. Finney. Yes, sir; we object to their taking it without super¬ 
vision, because they might deface some parts of the reservation. 

Mr. Ferris. From the looks of these pictures, stone is about all 
there is out there. 

Mr. Finney. I would not want them to chip off the rim of the 
canyon, for instance, and use it for ballast. 

The Chairman. Getting down to the meat of the thing, assuming 
that Congress concluded that it would be wise to allow private enter¬ 
prise to provide the facilities proposed under proper control, what is 
the view of the department with regard to it, or what objection has 
the department? 

Mr. Finney. I have here some suggestions along that line; but I 
should just like to say, Mr. Chairman, before beginning that, that 
there are people who object to allowing these railroads or electric 
lines in the national parks. When this matter was up in 1908, the 
Appalachian Mountain Club filed a protest against the granting of 
any railroad right of way in the park. 

Mr. Parsons. What park did that refer to? 

Mr. Finney. This related to the Grand Canyon National Monu¬ 
ment. 

The Chairman. Where do they live ? 

Mr. Herrick. Have they ever been west of the Alleghenies ? 

Mr. Finney. This letter emanates from Boston. 

Mr. Parsons. They are mighty good people; they are against the 
Hetch Hetchy project. 

Mr. Finney. The theory of those people seems to be that it detracts 
from the natural beauty of the parks; that these things ought to be 
preserved in a natural state, and that when you get railroad lines m 


40 


GRAND CANYON OF ARIZONA. 


you are introducing something foreign to the purpose for which the 
reservations were created. 

The Chairman. They have built trolley lines through the most 
picturesque part of the Berkshire Hills. 

Mr. Herrick. That is in their opinion a different matter. 

Mr. Volstead. I can not see how a car traveling on steel rails 
detracts from the beauty of the place any more than a car traveling on 
a macadam road. It seems to me that that is a matter of sentiment. 
I do not see any difference between them. 

Mr. Finney. I do not think railroad tracks, with rails and ties and 
ballast and the usual accompaniments of a railway, are quite as 
picturesque as a road; and if Congress should see fit to grant this 
right of way, we think the road should be kept back from the rim of 
the canyon. 

The Chairman. Why? 

Mr. Finney. So that the rim of the canyon shall be free of access 
to everyone; so that if the Government should desire to build a 
wagon road there, it may build it right along the rim of the canyon. 

The Chairman. But allow me to make this suggestion: You can 
build a trolley line on the very rim of the canyon at points where 
the rim contours; while a wagon road, to be safe, must necessarily 
be kept back from precipitous points. 

Mr. Finney. Yes. 

The Chairman. Why should you diminish the value of a trolley 
line by throwing it back into "the woods ? In other words, even 
though you are going to build both a wagon road and a trolley line, 
would not the better plan be to have the trolley line on the rim of 
the canyon and the road back of the trolley line ? 

Mr. Finney. I think not; because a trolley road built on the rim 
of the canyon, overhanging the canyon, would certainly detract 
from the scenic beauty of the rim. 

The Chairman. Oh, well, I do not assume that they are going to 
hang it on a cobweb over the canyon, or anything of that kind. I 
can not understand how anyone is going to be so situated (unless it be a 
man in an aeroplane or a balloon) that a road along the rim of the 
canyon could interfere with his view. If he were in the woods back 
of the road, the road would not interfere with his view, certainly; 
and the only place where it could affect his view would be if he hung 
out over the center of the canyon in a balloon. 

Mr. Finney. If he went out to the edge of the canyon to look 
down, he would have to be watching for cars all the time. 

Mr. Herrick. But they do not run every minute. 

Mr. Volstead. The chances are that it would be a good many 
teet from the real edge of it in most places. 

Mr. Finney. It seems to me that the object which these gentlemen 
say they are trying to reach would be just as easily accomplished by 
having the road back a few hundred feet from the rim. They would 
still be able to transport people to the Grand View point. 

The Chairman. Yes; but it is not a question with the committee 
of what these gentlemen want. The question is, What should we 
do to serve the people in this matter ? If the people are going to have 
a road to travel over along the rim, should not that road be so located 
that they can see the canyon ? 


GRAND CANYON OF ARIZONA. 


41 


Mr. Smith. Otherwise, they must disembark from the car at cer¬ 
tain points, and view the canyon, and then go back and get aboard 
again. 

Mr. Taylor. I should think they would want to run a scenic car 
along there so that they would be right out on the edge all the way. 
It seems to me that that would be the most attractive way to do. I 
do not see how they would hurt anything by going along there. 

Mr. Byrd. I should like to ask the gentleman a few questions. 
The primary object of all these monuments and scenic reserves is for 
the benefit of the sightseers of the United States; is it not ? 

Mr. Finney. Yes, sir; that is the theory. 

Mr. Byrd. If the building of this road will make it cheaper for 
them to view it, and make more accessible to them all the points of 
interest, do you not think it is the duty of Congress to provide for 
its construction? 

Mr. Finney. Yes, sir; provided it does not interfere with the 
beauty of the park. 

Mr. Byrd. Let me ask you another question: If a trolley road is 
built, as contemplated by this scheme, how much cheaper would it 
be to view all the points of interest in the canyon by going on the 
trolley road than by hiring a cab or an automobile and taking the 
drive ? 

Mr. Finney. That would depend on what provision you make for 
the control of the rates which these gentlemen shall charge. If you 
do not make a provision of that kind, the expense will be the same 
as it is now. 

Mr. Parsons. But, Mr. Finney, if they do not have more than 
go there now, can they make the railroad pay? I mean, they will 
have to reduce their rates so as to attract more people there, will 
they not ? 

Mr. Finney. That is extremely probable, but I should think that 
with an investment of a million dollars they would have to have 
more traffic than there is now at the Grand Canyon. 

Mr. Herrick. Fifteen thousand people a year go there now. 

Mr. Parsons. Moreover, if you have a trolley line, people can see 
the wonders of the region in a great deal less time. If you had a 
trolley line through the Yellowstone National Park you could go 
through it in half the time that you do now, and you could see just 
as much, and you would not have to pay but half the hotel bills 
that you pay now. 

Mr. Volstead. You could see more, because you would have more 
time at the points of interest. 

Mr. Parsons. Yes; and you could see it under comfortable condi¬ 
tions, and not with a layer of dust all over you. 

Mr. Taylor. A lot of people would go there then that will not go 
with the conditions that exist now. 

Mr. Finney. I think it is very desirable that all of the parks should 
be made as accessible as possible, if it can be done without spoiling 
them. 

Mr. Taylor. Is not the main question how to devise some scheme 
of control here to prevent monopoly ? All the rest is detail. 

Mr. Finney. That is the most important thing. 

Mr. Taylor. That is what I have in view—the protection of the 
rights of the public in the matter. I do not care who these people 


42 


GRAND CANYON OF ARIZONA. 


are, if they will go and spend the money and do this, and we can 
control them, it seems to me it is a deserving enterprise. 

Mr. Ferris. In the adverse report you have made, which you spoke 
of a moment ago, do you suggest the proper safeguards that we should 
have in the event that we see fit to pass this legislation ? 

Mr. Finney. I have them here. They are not in the report. 

Mr. Ferris. They are not in that, you say ? 

Mr. Finney. I was going to mention them, if I might. 

Mr. Taylor. We shall be glad to have you do so. 

Mr. Finney. Of course this is conditional on the creation of the 
park, because a park would be under the jurisdiction of the Secretary 
of the Interior. If it remains a monument, it would be under the 
jurisdiction of the Secretary of Agriculture. 

Our first suggestion is that the maps and field notes and other data 
in connection with the proposed road shall be filed with the Secretary 
of the Interior for his examination and approval. 

The Chairman. Is the paper that you have there a long one ? 

Mr. Finney. Not very long. 

The Chairman. It is all as to matters of detail, I presume. 

Mr. Finney. Second, the bill should also specify the motive-power 
which is to be used, and steam should not be permitted. 

Third, that the right of way be used for a scenic railway only, and 
not for transportation of freight, or as a trunk line. 

Mr. Parsons. There would not be any objection to allowing them 
to use it as a railway to transport freight from the end of the Santa 
Fe road up to this other hotel, would there? 

Mr. Taylor. They would have to take provisions up there, would 
they not? 

The Chairman. What objection would there be to their running 
trains there at night to take up supplies ? 

Mr. Finney. It might not be objectionable to run them at night. 

The Chairman. Would there be any objection to their running 
them at any time when they would not interfere with the passenger 
business ? As a matter of fact, if they could do it without interfering 
with their other business, what objection would there be anyway, so 
long as you have it absolutely under your control ? 

Mr. Finney. There is quite a difference between a scenic railway, 
like the one along the Potomac River to Great Falls, for instance, 
and a road where you are constantly passing freight cars and through 
traffic. 

Mr. Smith. There would not be any freight moving there, would 
there ? 

Mr. Parsons. The road that goes up to Great Falls probably 
takes all the provisions that are used by the people who run those 
lunch places up there. 

The Chairman. Undoubtedly. 

Mr. Finney. They might run them at night, of course. 

Mr. Potter. Then there is the matter of the copper mines at 
Grand View Point. Of course if there were railway transportation 
there probably would be some development of the copper mines. 

Mr. Volstead. Would not that be a good thing? 

Mr. Finney. It would be a good thing; but it would be inadvis¬ 
able to have those trains passing and repassing while the tourists 


GRAND CANYON OF ARIZONA. 


43 


were trying to look over into the canyon. The freight cars might 
shut off their view at times. 

Fourth, that the right of way be limited to not exceeding 25 feet 
on each side of the center of the track, or a total width of 50 feet. 

Fifth, that within the boundaries of the right of way only such 
trees be felled or cut away as may be actually necessary for the 
building of the road and the safe passage of the cars. 

The Chairman. Those are all matters of detail that you could 
work out under your regulations. 

Mr. Finney. Sixth, that the company be prohibited from taking 
from the reserve any earth, stone, or timber during the construc¬ 
tion of the road, or during its operation, except whatever it is neces¬ 
sary to remove in making cuts or fills. 

The Chairman. All of those are matters of detail that you can 
work out. 

Mr. Parsons. All of that would be under the supervision of the 
department, I suppose. 

Mr. Finney. Yes, sir. 

Seventh, that the station grounds be restricted to a size that is large 
enough for station uses, the acreage being left to the discretion of the 
Secretary of the Interior. 

Lastly, that a clause be inserted in the bill requiring construction to 
begin within a specified period, to be completed within another speci¬ 
fied period, and a provision that, in the event of failure to construct, 
any uncompleted portion shall stand forfeited without any action on 
the part of the Government. That is so that we shall not need to go 
into the courts to forfeit it. 

Mr. Ferris. That ought to be done. 

Mr. Parsons. There is a question on that point that occurred to me 
in reading the bill. If the line is not completed along the rim, should 
it not all be forfeited ? Otherwise the next fellow who comes along, 
and who wants to build the rest of the way, will not have a scenic 
railway for the first part. 

Mr. Ferris. If you will recall, we had that matter out with the 
gentleman from Illinois [Mr. Mann] on the Robertson pipe-line bill. 
Do you recall that ? The reason he objected to the passage of that 
bill was that we provided for a forfeiture of the entire line in the event 
that any one portion of it was not completed. He thought that was 
a harsh, rigid, unnecessary rule, and suggested that before he would 
give his consent to having it passed it must forfeit only the section 
which was not completed. 

Mr. Parsons. The conditions are different here. 

Mr. Taylor. They might build over the most scenic section of it 
only and block it. In that way they could keep anyone else from com¬ 
ing there by building only half a mile of road. 

Mr. Ferris. You may be right about that. I simply recalled the 
incident, because I had some talk with him about it. 

The Chairman. I think it would be entirely proper to make the 
company enter into a bond to complete their line of road clear through 
to a certain point within a specified time or lose everything they put 
in. 

Mr. Taylor. Have you any suggestions as to how the company 
ought to be organized—whether under federal law or state law, or 


44 


GRAND CANYON OF ARIZONA. 


the form of their charter, or anything of that kind—or as to the regu¬ 
lation or control of them ? 

Mr. Finney. They are already organized, as I understand, under 
the laws of Arizona. 

Mr. Taylor. I know; but we do not care whether they are or not. 
The question is what the Government wants and what the people 
ought to have. If they get a franchise here, they will get it the way 
we give it to them, probably, and with the conditions that we impose. 

The Chairman. If they are under the control of the Government, 
it is immaterial where they are organized. 

Mr. Herrick. We can organize out in Colorado, if you wish. 

Mr. Taylor. No; I do not mean that. The question I was asking 
was, What does the Interior Department think about it, as to what 
ought to be done as to the details of the management or control ? 

Mr. Parsons. There is nothing there about regulation of charges. 

Mr. Finney. No. There should also be a clause providing for the 
regulation of rates which are to be charged passengers. From the 
department’s standpoint, of course, we think those things ought to 
be left largely to the discretion of the department, if Congress is will¬ 
ing to do it. In other words, we should be in a position to protect 
the public, and at the same time to alford these gentlemen a reason¬ 
able return on their investment. 

Mr. Taylor. Of course. 

Mr. Volstead. Have you ever given any consideration to th^ 
question of whether they should be reincorporated under national 
law, so that Congress would have the power to regulate them ? 

Mr. Finney. No, sir; I have not given that matter any considera¬ 
tion. 

Mr. Volstead. The trouble is, we have not any national laws on 
the subject that are any good. 

The Chairman. Is there any difficulty in our regulating the cor¬ 
poration to whom the grant is made ? 

Mr. Volstead. Yes; there is quite a little. 

Mr. Smith. There is not, provided you do not conflict with the 
jurisdiction of a State to regulate a public-service corporation. 

Mr. Finney. But this is a Territory. 

Mr. Smith. If it always remained a Territory, it would be simple 
enough; but when Arizona becomes a State (as it will some day) 
there will be a question as to whether or not the State of Arizona 
will want to control this matter itself. 

Mr. Ferris. It probably will become a State some day. 

The Chairman. Mr. Herrick, if you would like to close, briefly, 
you may do so. 

CONCLUDING STATEMENT OF MR. HERRICK. 

Mr. Herrick. Mr. Chairman, I wish to take just about five minutes, 
if I may. 

So far as these propositions made by the Interior Department are 
concerned, we agree to every single one of them, and we are willing 
to have the bill amended to so provide, with the exception of the 
forfeiture clause. We think the two roads should be distinguished, 
so that if one road fails of completion all of that road only shall be 
forfeited. 


GRAND CANYON OF ARIZONA. 


45 


Mr. Volstead. Let me suggest a compromise— 

The Chairman. In other words, you want to have the road on 
the brink of the canyon and the road down in the canyon considered 
as two separate propositions ? 

Mr. Herrick. Two separate things. It would not be right, if we 
should build one, to have that entirely forfeited because we failed to 
build the other, or did not complete the other. 

Mr. Volstead. Excuse me; let me suggest a compromise. I think 
we ought to have the power to forfeit; but would not this be a better 
solution of it: To allow Congress to forfeit it, instead of having it 
forfeited automatically ? Then we could consider whether under the 
circumstances they were entitled to equitable consideration. 

Mr. Herrick. I think that would be much better. 

Mr. Volstead. I think we ought to have the power to forfeit 
absolutely the whole thing. 

Mr. Parsons. Mr. Finney, you were going to make some sugges¬ 
tion. May we not have the benefit of that ? 

Mr. Finney. As far as the Interior Department is concerned, I 
think we would have no objection to separating the two lines of road. 
They are really separate roads, independent of each other. 

Mr. Taylor. That looks fair, it seems to me. 

Mr. Volstead. Suppose they only succeeded in building half of the 
road along the rim of the canyon ? 

Mr. Taylor. I think they ought to build it within the time pre¬ 
scribed. 

Mr. Volstead. Suppose, for some reason or other, they should 
fail—would it not be right to leave in Congress the power to deter¬ 
mine whether the whole should be forfeited or not ? 

Mr. Finney. Let them apply to Congress for an extension of time, 
then. 

The Chairman. I think that so far as either one of the lines is 
concerned, they either ought to build it or not build it—one or the 
other. 

Mr. Volstead. That is the way it looks to me; but it seems to me 
that Congress ought to retain the power to determine whether they 
should forfeit all of it or not. 

Mr. Finney. You will remember that in the case of some of the 
Alaskan roads Congress has given further time. 

Mr. Ferris. Let us work these details out afterwards, and let Mr. 
Herrick conclude, and let this hearing be closed. 

Mr. Herrick. I wish to say, for the benefit of gentlemen who were 
not here at the beginning of the hearing, that this road was planned 
and surveyed long before the creation of this national monument. 
It was surveyed with the full knowledge of the Interior Department 
and of the Forestry Service, and with the knowledge that we were 
going to apply for a right of way as soon as the survey was completed. 
It was partially surveyed in the presence of the Hon. James Rudolph 
Garfield, then Secretary of the Interior; and the maps were brought 
to Washington and presented to him before this national monument 
of 1,000,000 acres was created. Mr. Oppmann was then told to go to 
Arizona and file them; and before he could possibly get to Arizona, 
viz, four days later, after his interview with Mr. Garfield, this national 
monument was created. 


46 


GRAND CANYON OF ARIZONA. 


The Chairman. We are very glad to know that there was some 
reason for the creation of the national monument. 

Mr. Herrick. I wish to say that a great many bodies have indorsed 
this project, among other the territorial legislature of Arizona. We 
have here a certified copy of their resolutions in favor of this bill. 

The Chairman. Place it in the record. 

(The paper above referred to is as follows:) 

Territory of Arizona, 

Office of the Secretary. 

United States of America, 

Territory of Arizona , ss. 

I, John H. Page, secretary of Arizona, do hereby certify that the within is a true 
and complete transcript of Council Memorial No. 4, which was filed in this office on 
the 10th day of February, 1909, at 11.30 a. m. 

In witness whereof I have hereunto set my hand and affixed my official seal. Done 
at Phoenix, the capital, this 15th day of February, A. D. 1909. 

[seal.] John H. Page , Secretary of Arizona. 

MEMORIAL. 

To the Senate and House of Representatives of the United States of America in Congress 

assembled: 

Your memorialists, the twenty-fifth legislative assembly of the Territory of Arizona, 
believing that it will be greatly to the benefit of the Territory of Arizona, and to the 
future State of Arizona, most earnestly request that you pass House Resolution 22093, 
introduced in the House by Mr. Smith, of Arizona, being a bill “Granting right of 
way over certain sections of the Grand Canyon Monument Reserve, in Arizona, to the 
Grand Canyon Scenic Railroad Company.” 

And your memorialists will ever pray. 

Geo. W. P. Hunt, President. 

Sam F. Webb, Speaker. 

Mr. Herrick. Furthermore, the Restaurant and Hotel Men’s As¬ 
sociation of Los Angeles, and other bodies like that, have indorsed it; 
although we have not as yet, I am very sorry to say, gotten the indorse¬ 
ment of the National Conservation Society. So far as the Forest 
Service is concerned, I do not believe they have submitted any real 
arguments here against this proposition, except the argument that 
it might interfere with the scenic beauty of the canyon, and that it is 
contrary to the policy of the Forest Service. Just what that policy 
is, I do not undertake to define. 

Mr. Parsons. “The policy of the Government heretofore,” I think 
was what Mr. Potter said. 

Mr. Herrick. I wish to say that there had only been eight national 
monuments created up to the time when the last bulletin (I do not 
know whether it was No. 3 or No. 333) was issued by the Forest Serv¬ 
ice; and of those eight, this one had over a million acres. The other 
seven, all combined, did not have one-thirtieth of that area. In 
other words, all the other national monuments throughout the country 
did not have 3 per cent of the area of this Grand Canyon National 
Monument. Therefore what has been done in the case of the other 
national monuments should not be a criterion here. 

The Chairman. Mr. Potter’s statement was as to the policy of the 
Government in national parks. 

Mr. Potter. And, as Mr. Finney stated, the Secretary of Agri¬ 
culture has reported favorably upon the bill creating this as a national 
park instead of a national monument. 


GRAND CANYON OF ARIZONA. 47 

Mr. Parsons. Was the Grand Canyon brought into a forest reserve 
before the national monument was created ? 

Mr. Potter. Yes, sir. 

The Chairman. I have always wondered why it was made a national 
monument; and I really have heard no reason advanced until to-day. 

Mr. Herrick. I think that is the very reason; because there was 
absolutely no talk about it on January 7, when we went to see the 
Secretary and the Forest Service. They did not mention national 
monuments. About five days later, however, they knew that our 
maps would be filed in the Phoenix, Ariz., land office. 

The Grand Canyon can not be compared with any other scenery 
in the country. It is absolutely unique. It is simply a hole in the 
earth, 6,000 feet deep and 13 miles across. What is done with 
regard to other national curiosities or monuments or antiquities 
should not be done here, because this is separate and distinct from 
all the others. The Yellowstone Park is not like it. The Black 
Hills Cave Park is not like it; neither is the park in Wyoming— 
the “ Devil’s Tower,” I believe it is called. It is different, and a 
different lot of considerations must apply to it. 

So far as the scenery is concerned, I want to ask this committee 
what interference there would be with the scenery around the Wash¬ 
ington Monument grounds, we will say, if a little tramroad were 
constructed down there, or a little automobile line was run, and the 
monument were just four times as high as it is ? You would wonder 
how people up at the top of the Washington Monument could be 
interfered with by this little road down at the bottom, which they 
could scarcely see with a telescope. And yet, Mr. Chairman, it is 
just 2,000 feet from the brink of the canyon before this road comes 
out into the open. Meantime it is in a tunnel, and you can not see 
it. It is impossible, without a telescope, to see anyone at the foot 
of the canyon from the brink. 

The Chairman. You can see a long distance in that country. 

Mr. Herrick. Yes, you can; but I do not believe your sense of 
vision would be impaired or insulted by seeing a little car running 
along 2 or 3 miles below you. 

There is hardly a nation in the world that has great national 
monuments or antiquities like this that does not let the people see 
them. You can go into the Alps, you can go into others of the moun¬ 
tains of Europe—the Matterhorn and the Stanzerhorn and the Riga 
and the other great mountains; Mr. Oppman has been up all of them 
and gotten ideas from them—and you will find roads up there, and 
you will find a way for the people to see them. Those are mon¬ 
archies over there, but they seem to be pretty careful about letting 
their subjects get a view of these great things. Mr. Pinchot, on the 
other hand (whose statement is not in the records, but he has made 
it to us), says there is no way of fully realizing the beauties of the 
Grand Canyon except by going to the brink of the canyon, sitting 
on a stone for three days and looking at it. The average American 
citizen does not have three days to waste, and yet he has got to give 
that amount of time to-day if he wants to take in all of the sights. 
It takes a day to go down into the canyon, and then the average 
man will rest up a day from the ardors of the trip before he goes 
along the trail. Then it takes another day to go to Grand View 
and see the scenery from there. He travels all day long through 


48 


GRAND CANYON OF ARIZONA. 


the forests, over the worst possible kind of a road, full of gulches 
and hills and crevasses and all sorts of obstructions. He does not 
see the canyon all day long until he gets over to Grand View Point. 
Then he sees it, and then he comes back again. 

The present plan is to let people see the canyon from the start to 
the finish; and if a few trees stand in the way, cut them down. I 
do not believe the American people have come to the point yet where 
they will allow a few trees to interfere with the greatest wonder- in 
the world. Nobody can adequately view that scenery without going 
down into the canyon and without going along the rim. Even at the 
present time a man can not go along the rim; it is necessary to cut 
down the scrub. It was necessary for our surveyors to cut down the 
scrub, because it was impenetrable up to the rim in a good many 
places. There is no path along there. 

The Chairman. Is there a trail along the brink for any considerable 
distance from the hotel either way ? 

Mr. Neal. Probably half a mile out. 

Mr. Oppmann. Then it loses itself. 

Mr. Neal. There has never been a path of any kind. 

Mr. Byrd. You do not think that building that little road on the 
brink would obscure the magnificent beauties of the canyon ? 

Mr. Herrick. No, sir; I do not think it would interfere with it in 
any way. 

Mr. Taylor. It would not be as large in proportion as a spider web. 

Mr. Herrick. But there can be a provision put in the bill to the 
effect that it shall be built under the supervision of the Secretary of 
Agriculture, who shall see that as few juniper trees as possible are 
cut down, and other provisions like that which will preserve the 
scenery for “our children’s children forever.” 

I have a letter here, Mr. Chairman, from the Hon. Mark A. Smith, 
who was Delegate here from Arizona, who was a member of this 
committee, and who puts the thing in a true light, because he has 
been acquainted with it all his life. He wrote a letter to the Secre¬ 
tary of Agriculture, and I can not do any better than read it, if I 
have your permission. It is not long. It is dated February 25, 1910, 
and is as follows [reads]: 

Washington, February 25, 1910. 

The Secretary of Agriculture, 

Washington . 

Mr. Secretary: The Grand Canyon of the Colorado in Arizona offers to man the 
most stupendous wonder on the whole surface of the earth for his contemplation and 
enjoyment. 

Short-sighted policies of recent years have done, and are now doing, everything 
possible to hide this mighty work of nature from any real sight, except at great hard¬ 
ship to the visitor and great profit to the Santa Fe Railroad. Why any man knowing 
the canyon as I know it could object to a railroad along its rim and an incline-hidden 
road into its depths is a marvel. God put it there for people to see. Yet certain 
departments seem determined that it shall not be seen except by those able to pay 
the impositions now practiced on the visitor. Ours is the only civilized country in 
the world that would do this sort of thing. Bear with me while I give a bit of history, 
careless only about exact dates, as I am writing wholly from memory. These are the 
facts as I obtained them from reliable men and from undisputed records and from 
personal knowledge. 

When the Grand Canyon was a forest reserve Mr. Oppmann and his associates con¬ 
cluded to build the scenic roads at the canyon, as already shown you. He had consent 
of the Secretary of the Interior and proceeded to survey the route and did so at an 
expense of some $10,000. His claim was thus initiated, and his expense gave him a 
right as against the world, except Congress should interfere. He brought his maps, 


GRAND CANYON OF ARIZONA. 


49 


etc., to the land office here for filing, expecting to receive the regulations from the 
department under which he could proceed with his enterprise. He was directed to 
file them in the local land office in Arizona, and before he could possibly do so the 
President of the United States, advised thereto by Mr. Pinchot (and utterly without 
warrant of law), proclaimed the Grand Canyon of the Colorado a national monument. 
What authority your department has over national monuments I do not know, but 
I do know that the Grand Canyon National Monument does not legally exist. The 
proclamation of the President creating this was based on the act found in volume 34, 
part 1, United States Statutes, page 225. Under the power conferred in that act he 
could just as reasonably have made the Rocky Mountains a like reserve, or all unoccu¬ 
pied government lands in Arizona a national monument. The act is entitled, “An 
act for the preservation of American antiquities.” It is sure antiquated enough and 
so is Pikes Peak. It has no more historic or scientific interest as an American antiq¬ 
uity than has Niagara Falls, or the big trees in California. 


I have submitted this act to a half dozen of the best lawyers in 
Congress, House and Senate, and without dissent they deny the 
power attempted to be exercised by Mr. Pinchot through the Presi¬ 
dent’s proclamation. 

The argument made here will be invoked by the railroad, and suc¬ 
cessfully invoked, when the present company is frozen out. The rail¬ 
road company has a monopoly of the canyon, and it naturally desires 
to keep it, and if this just and righteous enterprise is prevented from 
acting now, the railroad company will be more successful when you 
shall have passed from the scene of your honorable and useful service. 

I speak the universal sentiment of Arizona in asking that this scenic 
road shall be allowed to proceed at once. 

The legislature has spoken by solemn memorial, which has been 
shown to you. All this talk about destroying the beauties of this 
mighty gorge is all stuff and nonsense to anyone who has gazed into 
its awful and mysterious depths. It is so limitless and mighty that 
man’s puny hand can not mar it, any more than it can dim a star in 
the heavens. By comparison a silk thread stretched from the Dome 
of the Capitol to Mount Vernon would ruin the beauties of the 
Potomac and commercialize the atmosphere about the grave of 
Washington. 

Mr. Taylor. That is pretty nearly true. If you will go there and 
look at it, you will see that that is pretty nearly right. 

Mr. Herrick. I have all the regard in the world for Mr. Potter. 
I know he is speaking from his absolute convictions, but the state¬ 
ment has been made here that the Forest Service objects to anybody 
commercializing that.beauty out there. In other words, they do not 
want to see anybody make any money there, because it is so beautiful; 
and therefore these people shall not do it. But I am departing from 
this letter [reading]: 


Mr. Secretary, the world is entitled to see this wonder, and see it as cheaply as pos¬ 
sible. The road as designed can not in any way injure the canyon, but would reveal 
its magnificent wonders to thousands who can now only take a squint at it. Not one 
in ten who visit this scene can descend the depths. It is a dangerous trip. W ith this 
incline road all could see it, young and old alike, and see it at less than half the exac¬ 
tions now imposed. The road should be built, notwithstanding the opposition to it 
by those enjoying profits by reason of its absence. 

In conclusion, Mr. Secretary, this letter is prompted by my desire to serve the inter¬ 
est of Arizona, to open up this mighty wonder to the eyes of the world, and to save this 
enterprise from the monopoly which awaits it when the present promoters are driven 
from the field. 

With sentiments of high regard, I am, Mr. Secretary, 


Your obedient servant, 


Mark A. Smith, Ex-Delegate. 


47845—10-4 



50 


GRAND CANYON OF ARIZONA. 


I do not believe I can add anything to that. 

Mr. Parsons. Let me ask you a question: Do you claim that 
legally the national monument—that is, that land there as a national 
monument—does not exist ? 

Mr. Herrick. I was quoting Mr. Smith’s words; but I think that 
if the matter were taken into the courts it would be held that it does 
not exist. 

Mr. Parsons. You can not take it into the courts. You might im¬ 
peach the President for creating it; but when he creates it, it legally 
exists. 

Mr. Herrick. No; but the President has only authority from Con¬ 
gress to set aside an area as small as possible ; and he has not done 
that. The President can not transcend the powers of Congress con¬ 
ferred on him legally. 

Mr. Parsons. I do not think you can test that in the courts in any 
way. The only way you could test it would be by impeaching the 
President. It is, de jure, a national monument. 

Mr. Herrick. It was the ex-President that did this, of course. 

Mr. Oppmann. I want to say, Mr. Chairman and gentlemen, before 
we break up, that it is a matter of pride on my part to have this road 
built. It is not so much money making as making a monument. 
I am retired from business, and the financing of the matter is in the 
hands of four men. We have a couple of other gentlemen from Ari¬ 
zona with us. But this is more of a monument than a money-making 
matter. All the same, we want to have a fair return on it. 

Mr. Neal. We wish to thank you, gentlemen, for the courtesies w T e 
have received to-day. In four years’ time, this is the first time we 
have had an elaborate hearing. 

(Adjourned at 1.25 p. m.) 


Exhibit A. 


A WORKING PLAN FOR GRAND CANYON NATIONAL 
MONUMENT. 

[By W. R. ML.ttoon Forest Examiner, Forest Service, District III, United States Department of 
Agriculture.—June 28, 1909.] 

Part I. 

GENERAL SCOPE OF PLAN. 

The following report constitutes a working plan for a portion of 
the Grand Canyon National Monument. The major part refers par¬ 
ticularly to a strip about 30 miles in length on the south side of the 
canyon. This strip includes Grand View and Grand Canyon and is 
the portion of the canyon most accessible to visitors. 

The more important features to be considered in the present plan 
are: 

1. Plan of protection against forest fires. 

2. System of government roads and trails. 

3. Questions of boundary, public signs and information maps for 
tourists, ranger stations and district ranger plan, special uses and 
camping sites, and railroads in the national monument. 

As will be shown later, relatively little has been done to open up 
this “masterpiece of world’s sculpture” to the public. Practically 
all the existing improvements are the results of private enterprise 
and capital. The development of the Grand Canyon is a task too 
great in its proportions and a matter too world-wide in its significance 
and popular and scientific interest to be handed over to or attempted 
by private enterprise, whose interests are naturally for private gain 
rather than for the benefit of the public at large. The time of urgent 
need for the Federal Government to assert itself and take a hand 
actively in the development of the national monument for the benefit 
and use of the public at large has arrived. 

The Grand Canyon throughout its length of 217 miles, with a 
varying width of from 10 to 20 miles and a depth of approximately 
a mile, is inclosed on both sides by high plateaus with generally 
smooth surfaces reaching to the very edge of the canyon’s rim. 
This rim is very precipitous on the inner side and its outline consti¬ 
tutes a series of projecting points between which are great receding 
basins or amphitheaters. The possibilities of scenic development 
at moderate expense are likely unequaled in any other part of the world. 

At present the Grand Canyon Railroad, a part of the Santa Fe 
system branching from the main line at Williams, Ariz., is the 
only regularly operating means of reaching the canyon. Previous 
and for a time subsequent to the opening of this road a few years 

51 


52 


GRAND CANYON OF ARIZONA. 


ago, regular stage lines were operated from Flagstaff, Williams, and 
Ash Fork across about 60 miles of the intervening country. 

A series of photographs shown in plates 1 to 15, inclusive, illustrate 
special features brought out in this report, and views shown in plates 
16 to 20, inclusive, give a more comprehensive idea of the size and 
attractive scenery of the canyon. 

In this plan the details and specifications have been worked out 
for each of the various improvement projects, which, together with 
the photographs and exhibits, account for the bulkiness of the 
report. 

FIRE MENACE AND PROTECTION. 

There are two forest rangers within the national monument on th© 
south side of the canyon. One is stationed about three miles west 
of the Grand Canyon, and one the same distance east of Grand View, 
an intervening distance of approximately 20 miles. The country is 
generally flat, with very few, if any, general lookout points. There 
is no telephone service in the region. The forest cover, of good 
density, is a further means of precluding any general view. (Pi. 4.) 
The population is very small, due to the great scarcity of available 
water. This fact accounts also for the limited possibilities of camping 
sites throughout the region. 

A branch of the Santa Fe Railroad crosses the belt of timber for 
a distance of 15 to 20 miles, and each year fires are set along the line 
by the coal-burning engines used as extras during periods of heavy 
traffic. The long dry period from April to July is coincidently a 
time of prevailing strong, southerly winds. This fact, together 
with the upward slope of the country in a northerly" direction to the 
very edge of the rim, and the inflammable character of the juniper- 
pinon forest are conditions favorable to severe fires. 

Fires have been numerous in the past, and along the rim occur 
many broad tongues of fire slash that have originated to the south. 
This is particularly true around Hermit Basin and westward. (PI. 7.) 
A large fire in 1902 burned an area of several sections along the rim 
north 1J miles east of Grand Canyon. The official report at the time 
gives the cause as unknown, but shortly afterwards it was definitely 
fixed as due to carelessness in leaving a camp fire. (See attached 
Pis. 9a, 9b, and 10b.) 

Although the forest officers during the past few years have a good 
record in getting fires under control before they reached the rim, the 
fire menace is great and constantly increasing with the greater num¬ 
ber of tourists. Any destruction of the forest along any portion of 
the rim must be looked upon in the nature of a national calamity. 

A fire-protection plan for this portion of the national monument is 
given in a latter part of this report. 

ROADS. 

With a single exception all the roads in the region are mere wagon 
trails cut through the juniper and pinon forest so as to follow natu¬ 
ral courses. (Pis. 4a and 7b). The exception is about 2J miles 
of road from Grand Canyon to Hopi Point, improved under special- 
use permit by the Santa Fe Land Improvement Company. This is 
the only road traversable throughout the entire year. The most of 


GRAND CANYON OF ARIZONA. 


53 


the roads are impassable during the winter months when tourist 
travel is the heaviest. The schedule of drives of El Tovar Hotel 
includes Grand View, a distance of 14 miles; Yavapai Point, 2 miles; 
and Hopi Point, 2 miles. None of these roads follow the rim, but 
each touches it at a single point. Thus in the stretch of 28 miles 
between Hermit Basin and Grand View only three points and two 
amphitheaters, the latter at El Tovar Hotel and Grand View Hotel, 
out of a score or more, are accessible to the public. A scenic drive¬ 
way along the rim is very much needed, and public interests make it 
important that this be built by the Government. 

The improvement of certain of the interior roads and the con¬ 
struction of a scenic driveway along the rim are matters of very great 
public interest and should be done only by the Federal Government. 
The subject is treated more fully in a subsequent portion of this 
report, where a system of roads and trails of various classes is outlined. 


TRAILS AND BRIDLE PATHS. 

Out of a total of five trails descending from the rim to the river, 
the Bright Angel trail alone is kept up in good repair, and one or 
possibly two are at present impassable. (Plate 17b.) The Bass, 
Boucher, and Hance trails were built by private enterprise and 
capital. 

On the rim, with rare possibilities of developing scenic views at 
small cost, for a distance of 10 to 18 miles in either direction from 
Grand Canyon, no improvement whatever has as yet been done. A 
very rough, stony path leads eastward for 1J miles to Yavapai Point 
along the rim. 

A bridle and foot path along the rim would mean very much to 
the traveling public, and especially to the large number of people who 
wish to see the canyon independently as pedestrians or equestrians. 

Prior to the construction of a rim road a bridle path will do more 
than any other means to open up the canyon to the public, while 
certain trails are much needed for protection against fire. 


SUMMARY OF COST OF RECOMMENDED IMPROVEMENTS. 


The cost of the various improvements recommended for the next 
five years amounts to $119,300, itemized as follows: 


Fire-protection plan..... 

System of roads and trails. 

Landing platforms (provisional). 

Official road and station signs. 

Shelters and seats. 

District ranger headquarters. 

Improvements, Rowe Well ranger station 


$7, 450 
107, 500 
1, 500 
170 
550 
2,000 
130 


119, 300 

Of this amount the expenditure of $1,500 for landing platforms 
and walks is provisional. The sum of $100,000 is for a scenic drive¬ 
way along the rim. The latter includes reimbursement to the Santa 
Fe Land Improvement Company for 8 miles of this scenic roadway. 

The amount for fire protection, improvement of roads and trails, 
and necessary construction work, excluding the items given in the 
above paragraph, is $7,800. 










54 


GRAND CANYON OF ARIZONA. 


An appropriation of $20,000 would best be spent in constructing 
3 miles of scenic roadway east from Grand Canyon and in providing 
the items included in the above amount of $7,800. 

Recommendation. —That consistent efforts be made to secure from 
Congress at the next session a special fund in the sum of $20,000, 
and thereafter for each of the following four years the sum of $25,000, 
to be expended for fire protection, roads and trails, and minor per¬ 
manent improvements. 

SUMMARY OF RECOMMENDATIONS. 

1. A change in the boundary of the national monument, making 
an addition of about 11,200 acres. 

2. A fire-protection plan for about 30 miles along the rim of the 
canyon. (See also p. 29.) 

3. A scenic driveway along the rim from Grand View westward to 
Hermit Basin. The improvement of certain interior roads, and the 
construction of trails. 

4. The approval of the special-use agreement, May 3, 1909, in 
favor of the Santa Fe Land Improvement Company, for public roads, 
buildings, and landing stations. 

5. Regulation of automobile traffic within the national monument. 

6. The publication of an official guide map of the canyon for the 
general public. 

7. Proclamation signboard, fire warning, and road and station 
signs. 

8. Erection of shelters on Hopi and Yavapai points, and seats along 
the rim. 

9. The removal of advertising signs within the national monument. 

10. The prohibition of the use of firearms within the monument. 

11. (a) Notification to clear up rubbish on the special use tract of 
J. G. Vercamp. 

(b) Removal of board “shack” just east of above tract. 

12. Establishment of district ranger headquarters at Grand Canyon. 

13. Improvements, consisting of rustic yard fence, walks, and drive¬ 
way, at Rowe Well ranger station. 

14. Two sites for camp grounds and residence permits. 

15. Establishment of experimental forest planting plats for yellow 
pine and pinon. 

16. The development of public roadways and trails in contrast 
to railroads as a means of opening’ up the canyon without endan¬ 
gering the scenic beauty and the personal safety of the tourists. 

17. Action to secure special congressional appropriation for fire 
protection, roads, trails, and other improvements. 

PLACES OF IMPORTANCE REFERRED TO IN THIS REPORT. 

Brief mention of some of the more important places and points 
of interest will be helpful in the considerations which follow. Map, 
Exhibit 9, shows the location. 

Grand Canyon. —The terminal of the Grand Canyon Railroad 
(Santa Fe system) and the central point along the south rim of the 
canyon. Its location is at the head of one of the large receding 
amphitheaters, Indian Garden Canyon, lying between Yavapai 
Point on the east and Maricopa and Hopi points on the west, all of 
which are a few hundred feet higher in elevation. Its altitude is 


GRAND CANYON OF ARIZONA. 


55 


6,866 feet. El Tovar and Bright Angel hotels are under the man¬ 
agement of Fred Harvey, while limited accommodations are afforded 
by several private outfits. Bright Angel trail to the Colorado River 
starts from this point. The region is very dry and affords no perma¬ 
nent water. The Santa Fe Company hauls in by rail an average of 
about 100,000 gallons of water daily for its use. 

Grand View. —Located on a retreating portion of the rim 14 miles 
by wagon road east of Grand Canyon. There is a well-equipped hotel 
(temporarily closed), and other private accommodations for tourists. 
The competition at Grand Canyon is chiefly responsible for the ill 
prosperity of the place, which, prior to the entrance of the railroad, 
was the terminal of the stage route from Flagstaff, at that time the 
main gateway to the canyon. The post-office at this point has been 
abandoned. 

Grand View Point. —Doubtless the most commanding point on the 
south side of the canyon. Located about 1 mile west of Grand View 
Hotel. The point is held under the mineral laws as a mill site in con¬ 
nection with unpatented claims of the Grand Canyon Copper Com¬ 
pany, whose trail into the canyon starts at this point. Regular daily 
trips by stage from Grand Canyon are scheduled under the manage¬ 
ment of the Santa Fe Land Improvement Company. Several thou¬ 
sand people make the trip annually. 

Horn Point. —This is the most scenic point in the region about 
Grand Canyon. (PI. 16a, 18f, 20b.) It lies 2 miles northwest of El 
Tovar Hotel, and regular stage trips are made twice daily from that 
hotel. It is a commanding point, and capable of much development 
by shelters, seats, and walks. It is proposed to connect this and 
Grand Canyon by a well-constructed bridle and foot path. 

Sentinel Point. —A narrow far-projecting point one-fourth mile east 
of Hopi Point. Prof. W. H. Holmes, in a preliminary examination of 
the region, selected this as the point best adapted for the proposed 
monument to Major Powell, for which Congress has appropriated the 
sum of $5,000. 

Yavapai Point. —This, together with the smaller and closely asso¬ 
ciated Grandeur Point, constitutes the first prominent point east of 
Grand Canyon. Two daily stage trips are made from El Tovar Hotel, 
a distance of 2 miles by road, or 1J miles along the rim. 

Cataract Canyon. —This is the most impressive and interesting 
point for a side trip from the Grand Canyon. It is about 40 miles 
northwest of Grand Canyon, contains a series of very beautiful falls 
in a narrow canyon, and is the home of the Havasupai Indians. It 
is visited annually by many tourists and scientists. 

Dripping Springs. —This is reached by a ride of 9 miles west 
over an interior road through the forest, followed by a descent of 
1,000 feet on a trail leading into Hermit Basin. A diffused stream 
of clear cold water issues from a crevice in an overhanging wall of 

E ure white sandstone. The place is particularly attractive. Mr. 

iouis Boucher, one of the early pioneers in the region and a man of 
notable courtesy, has a camp here and acts as guide for tourists over 
his trail to the river and elsewhere in and about the canyon. 

Hermit Basin. —A mammoth amphitheater, retreating nearly 3 
miles from the main rim of the canyon, and about 2 miles in width. 
(PI. 19a.) It presents a series of sheer walls, from 3,000 to 4,000 feet 
in height, and contains a small stream of clear water broken into 
cascades and rapids. The proposed rim road of the Santa Fe Land 


56 


GRAND CANYON OF ARIZONA. 


Improvement Company extends 8 miles westward from El Tovar 
Hotel to the east rim of the basin, where the proposed Santa Maria 
trail starts its descent to the river, about 4,000 feet below. 

Rowe well .—This is likely the only well of water along the rim 
proper on the south side of the canyon. It lies 31 miles southwest of 
Grand Canyon on the road to Dripping Springs and Cataract Canyon, 
and is visited by many tourists. The well is in solid rock and located 
on an unpatented mill site. Closely adjacent to the mill site is the 
Rowe Well ranger station, which is the headquarters for the ranger 
in this district. 

Red Butte .—This remarkable sightly volcanic peak is located about 
20 miles south of the canyon and commanding a clear view of all the 
national monument and practically all of the Grand Canyon division 
of the Coconino National Forest. Its consideration is its strategic 
importance and value as a lookout point for fire patrol and protection. 

Part II. 

BOUNDARY OF NATIONAL MONUMENT. 

With one exception the national monument boundary is satisfac¬ 
tory. The chief factor to be considered in the matter is the question 
of patrol and protection against fire and other forms of trespass. The 
present boundary wholly excludes the Grand Canyon Railroad (Santa 
Fe system), together with its terminal site on the rim at Grand Can¬ 
yon, and approximately 12 sections of reserved public lands in the 
vicinity. It is safe to say that more than nine-tenths of the people 
visiting the canyon come by the railroad and congregate mostly at 
this point along the rim of the canyon. 

The fire menace is serious all along the rim during six to eight 
months of the year, but the situation is most extreme in the region 
about Grand Canyon. The sources of danger are the tourists and the 
coal-burning locomotives, which are used as extras during periods of 
heavy travel. The low branching character of the juniper and pinon 
and dense stands of rabbit brush (Artemesia tridentata) and tar bush 
(Cowania Mexicana) readily create a fierce crown fire. One large fire, 
causing a complete burn of several sections in area and ending at the 
Am, and many small fires have occurred in this excluded area during 
the past few years. 

The inclusion within the national monument of the region south of 
Grand Canyon is urgently needed. By its exclusion it is poorly pro¬ 
tected, especially against commercial enterprises, whereas efficient 
protection for the benefit of the public is more urgently needed here 
than at any other point. The Grand View road constitutes an impor¬ 
tant fire line and should without fail be included with sufficient margin 
on the south. 

The boundary or the game preserve should be changed to coincide 
with the national monument. 

Recommendation .-—It is respectfully recommended that that por¬ 
tion of the Coconino National Forest lying in a general south direction 
from Grand Canyon shown on the accompanying diagram, marked 
“Exhibit 11,” and containing approximately 11,200 acres, be pro¬ 
claimed as an addition to the Grand Canyon National Monument. 
Also, that the boundary of the game preserve be changed to coincide 
with the proposed national monument boundary. 


GRAND CANYON OF ARIZONA. 


57 


FIRE-PROTECTION PLAN. 

Conditions and Fire Menace. 

The forest cover extends along the rim of the canyon in a strip 
15 to 20 miles in width and generally maintains a good density. The 
intrinsic value of the forest is insignificant as compared with its 
scenic value as a setting or border to the greatest piece of world’s 
sculpture. The. juniper-pinon type prevails and because of its low- 
branching habit this type of forest is particularly subject to severe 
crown fires. 

Fires have repeatedly crossed this margin of timber, causing some 
extremely unsightly burns. A serious fire, perhaps the worst in the 
history of the region, occurred in 1902, or about four years after the 
creation of the national forest. It left a strip of heavy fire slash, 
3 miles in length and 1J miles in width, crossing the Grand Canyon 
road about 1^ miles east of Grand Canyon and sweeping up to the 
rim. The injury upon the scenic features along this portion or the rim 
is immeasurably great. 

The very dry climate causes a dangerous fire season lasting for 
fully six months in each year. This, together with the heavy under¬ 
growth of low dense-foliaged shrubs and the large number of tourists 
inexperienced in forest ways, makes the situation extremely pre¬ 
carious and calls for prompt action in protecting so valuable and so 
rare a national asset. 

Plan of Protection. 

Certain forms of protection, such as telephone system, lookout 
towers, and an active, public-spirited cooperation, are recognized as 
of basic importance. Fire in the woodland type is prevailingly a top 
fire, and in a strong wind nothing except a cleared strip 200 to 300 
feet in width will check its advance. However, the practicability 
of clearing such a strip is doubtful, mainly due to its very high cost. 

Thorough patrol and quick action infighting fires, supplemented by 
minor clearing along roads and trails, must be depended upon and 
should prove effective in nearly all cases. It will be necessary for the 
Forest Service to furnish an ample supply of fire-fighting tools and 
distribute these at known stations. Due to the very sparse popula¬ 
tion and especially the absence of ranch outfits, the local stock of 
tools is exceedingly small. Detailed plans for the organization of 
protective measures follow this paragraph. 

These will be discussed under the following heads: Telephone 
system, fire-equipment stations, fire-patrol towers, roads and trails, 
signs, public cooperation. 


TELEPHONE SYSTEM. 

Detailed plans and estimates for a telephone system covering this 
portion of the national forest have been prepared and submitted by 
the officers in charge of the forest. These plans, when carried out, 
with some important changes, will solve the larger part of the present 
problem. The proposed line is from Red Butte, a strategic lookout 
point, 20 miles south of the canyon and commanding all of the Grand 
Canyon division of the forest, as well as the northern portion of the 
main division, 10 miles west to Anita, on the railroad; thence 17 
miles north to Rowe well ranger station; thence 20 miles eastward 
to Hull tank ranger station. 


58 


GRAND CANYON OF ARIZONA. 


Changes should be made in the plans to run the line via El Tovar 
Hotel, with three connections, as follows: At El Tovar, Grand View, 
and a fire-patrol station box at the east end of the Grand View cut-off 
trail, midway between Grand Canyon and Grand View. Also, a 
branch line 2 miles in length from Grand Canyon to the fire-patrol 
tower on Hopi Point. Exhibit 10 shows the proposed lines. 

A summary of the cost, revised to include the suggested changes, 
is here given: 


Red Butte to Anita, distance 10 miles, cost. $1,000 

Anita to Rowe well, distance 17 miles, cost. 1, 450 

Rowe well to Hull tank, distance 21 miles, cost.. 800 


Total cost. 3, 250 


The construction of this line is the key to the whole problem of 
protection against destructive fires. 

Rowe well to Hull tank .—Of the first importance in efficient fire 
protection is a telephone line connecting the two stations at Rowe 
well and Hull tank and several intermediate stations. The former 
is 3 miles soutwest of El Tovar and the latter 3 miles east of Grand 
View. Upon the completion of the proposed company’s line from 
El Tovar to Hermit Basin and the above line, the entire stretch of 
the rim of local scenic importance will be covered, an air line dis¬ 
tance of about 23 miles representing approximately 30 miles of the 
rim of the canyon. 

The most practical route is from Rowe well ranger station along 
the road to El Tovar, then along the present road to Grand View, 
and on to Hull tank ranger station. The total distance is close to 
21 miles. An intermediate patrol-box station should be established 
along the line at the east junction of the cut-off trail about midway 
in Long Jim Canyon. Yellow pine trees can be utilized to a very 
great extent; for this reason it will be better to follow the road 
instead of the cut-off trail, which crosses over ridges having low pinon- 
juniper type. (PI. 4b.) 

The road is a scenic driveway through the forest; therefore, it is 
very important that the line be located whenever possible at a suit¬ 
able distance back from the road, in order not to detract from the 
natural forest beauty. 

The intermediate stations in the forest should be near the road and 
plainly labeled with signs: “U. S. forest service fire signal station.” 

At Grand View Mr. P. D. Berry is the only person with quarters 
at present open all the year. Mr. Berry is a permittee and well dis¬ 
posed to cooperate with the service. Mr. Brant, manager of the 
El Tovar Hotel, is particularly alert on the questions of fire danger 
and need of patrol and may be depended upon for liberal interest 
and cooperation in putting this system into effect, and especially in 
aiding in fighting fires. The local telephone boxes should be placed 
in private office rooms in the hotels, so as not to be too freely accessible 
to the public. Mr. Brant, of El Tovar Hotel, fully consents to this 
plan if desired by the service. 

Fire Equipment Stations. 

A plan for a fire-tool house (Exhibit 8) has been prepared after 
careful consideration of the existing needs. The construction is 
essentially a large box 5 feet high, 4 feet wide by 10 feet long, with a 
sloping roof, raised on cedar posts 1 foot above the ground. Fire 







GRAND CANYON OF ARIZONA. 


59 


equipment houses should at present be located at three points lying 
intermediate between the two ranger stations and one to the west. 
At each of the ranger stations full equipment will also be kept, making 
a total of six fire stations. The location for these houses is shown on 
map (Exhibit 10) and is as follows: 

(1) Grand Canyon, near El Tovar stables. 

(2) Long Jim Canyon, at east end of Grand View cut-off trail, 
approximately southeast corner sec. 5, T. 30 N., R. 3 E. 

(3) Grand View, near P. D. Berry’s residence. 

(4) Dripping Springs, terminus of wagon road. 

The tool house will be secured with Forest Service padlock, and one 
or more keys supplied to local parties; at Grand Canyon keys fully 
tagged should be deposited at the stables, headquarters, and hotel 
manager’s office, and at Grand View«with Mr. Berry, and during the 
open season with the manager of the hotel. One or more responsible 
drivers from the El Tovar stables should be provided with keys for 
use at the tool houses and fire-patrol telephone stations. 

The standard equipment of each tool house and the cost is given 
below: 


6 rakes (medium asphaltum, 15-inch iron shank). $9. 00 

6 shovels (long-handled, pointed). 9. 00 

5 axes (3£ pounds, double-bitted). 6. 90 

2 saws (5 foot-wide champion blade). 8. 00 

1 doubletree. 3. 00 

25 blocks California matches..10 


Cost of equipment. 36. 00 


The same equipment should be kept specially for fire use at the two 
ranger stations. All fire tools should be painted with two wide bands 
of red, as a distinctive mark, and also branded “U. S.” with a steel 
die. This will greatly reduce the liability of their being removed 
for uses other than fire. 

Specifications for tool house .—The accompanying Exhibit 8 shows 
the construction. The frame of 2 by 4 inches rests on six cedar posts 
at 1| feet in the ground; the siding and floor is tongue-and-groove 
flooring; the roofing shingled. The building to be painted white, 
with green stained on roof, two coats each. Signboard 10 by 36 
inches, black with white letters, as follows: “Forest Service fire- 
equipment station.” 

A small signboard should be placed on the door informing the 
public where keys are kept. There is no painter to be had locally, 
otherwise the large sign might be painted on the building. 

The material needed for one house is as follows: 

12 pieces, 2 by 4 by 10, No. 2 common. 

*18 pieces, 1 by 4 by 12, No. 2 common. 

6 pieces, 1 by 4 by 12, No. 1 common (sis). 

19 pieces, 1 by 10 by 10, flooring. 

4 pieces, 1 by 10 by 16, flooring. 

400 shingles, Star A redwood. 


Lumber. $15. 75 

Nails, clasp, hinges. 4. 25 

Paint, stain. 5. 00 


Material. $25. 00 

Labor, 3 days.-. 12. 00 


Cost of building. 37. 00 


















60 


GRAND CANYON OF ARIZONA. 


This makes a total cost of $70 for a fire station and equipment. 
These tool houses, especially the one at Grand Canyon, will be useful 
to the forest officers for some incidental purposes. A rigid policy 
must be maintained in order to keep the tools up to the full quota 
and to bring the holders of the keys into full cooperation. 

The cost of four stations fully equipped, including material and 
labor, will be $280. 

FIRE-PATROL TOWERS. 

1. Outside the national monument—Red Butte. —The strategic loca¬ 
tion of this mountain has already been given. A steel tower with a 
platform 30 feet in height will be necessary in order to obtain a clear 
vision above the trees and shrubs. A standard windmill tower 40 
feet in height will be satisfactory, allowing for the platform 10 feet 
below the apex. The cost of the tower complete in place will be $100. 

2. Within the National Monument. —Complete dependence for 
safety can not be placed upon the Red Butte lookout station, especi¬ 
ally for detecting in their early stages fires of local origin. Supple¬ 
mental towers at a few commanding points along the river are 
essential. Three such towers will fully cover the zone of greatest dan¬ 
ger. (Exhibit 10.) 

(a) Hopi Point. —This is by far the most commanding point in the 
region about Grand Canyon. The location is 2 miles northwest of 
El Tovar Hotel and 3J miles from Rowe Well ranger station. This 
point of all along the rim is most visited by tourists. It is completely 
forested with a stand of juniper and pinon. 

The small wooden tower, which is being erected this spring near 
the point wall doubtless give good results, but it should be replaced at 
an early date by a taller steel tower readily accessible to the tourists. 

A substantial steel tower with platform and railing would combine 
a comprehensive view of a wide strip of forest extending for more 
than 40 miles along the rim, with a particularly commanding view of 
the canyon. (Exhibit 7.) A special feature of such a tower w T ould 
be its value in advertising the policy of the Federal Government in 
maintaining a fire patrol; also a certain amount of cooperation in 
reporting fires can be expected from the thousands of people who 
would annually visit the tower. 

At the foot of the stairway a signboard should be placed calling 
public attention to the serious danger from fire, and requesting 
cooperation by reporting to stage drivers and hotel managers any 
occurrence of fire. The value of this feature will undoubtedly be very 
great. A small shelter house will be needed close by for the accom¬ 
modation of the forest officer during periods of special patrol at the 
tower. 

Specifications. —A 4-post steel tow r er, 43 feet in height, 26 feet wide 
at the base, and 10 feet at the top platform, with two intermediate 
landings. Platforms and stairs to be of vmod. The plan and 
dimensions are shown on the accompanying diagram. (Exhibit 7.) 
The cost of these improvements is estimated as follows: 


Steel tower, 43 feet high. $750 

House, 1 room, frame, 10 by 12 feet. 150 

Total. 900 





GRAND CANYON OF ARIZONA. 


61 


Public signs will be essential. A small direction sign at the point 
where the trail to the tower leaves the main road, as follows: “To 
fire-patrol tower.” 

A warning sign at the tower is suggested as follows: 

Forest Service, 

U. S. Department of Agriculture. 

FOREST FIRES. 

The Grand Canyon National Monument is patrolled and protected at government 
expense for the benefit of the general public. 

All persons are requested to cooperate by reporting to the government officers or 
the managers of hotels any occurrences of fire. 

The cost of these signs is included under the general discussion of 
signs. 

(b) Grand View .—At some point in the vicinity of Grand View to 
be selected. This will likely be on the ridge east of Grand View 
Hotel, along the road to Hull Tank Ranger Station. It can not be 
closer to the station than about a mile because of the location of the 
latter in a low valley. 

( c ) Rowe Well Ranger Station .—This is a permanent station near 
Grand Canyon, located 3J miles from El Tovar Hotel. A rise of 
ground close by the ranger house gives a good command of a large 
territory to the south and west. The tower at this point will be 
subsidiary to the tower on Hopi Point, a distance of 32 miles. The 
importance of a tower here comes from its ready accessibility, per¬ 
mitting frequent observations especially between sunset and sunrise 
when the conditions for detecting fires are especially favorable, and 
the command of a large scope of forest south and west of Grand Can¬ 
yon where the fire menace is greatest. A 60-foot steel tower of wind¬ 
mill pattern with top platform 50 feet above ground should be 
erected on the ridge, at a distance of about 60 rods northwest of the 
house. The cost will be about $90. 

Recommendation .—It is respectfully recommended that the super¬ 
visor be asked to report on the most suitable location for a fire-patrol 
tower in the region between Grand View and Hull tank. 

Summary .—All towers should be connected with the main tele¬ 
phone system. The estimated total cost of the fire-patrol towers is 
as follows: 


Red Butte. $100 

Hopi Point (including house). 900 

Grand View. 100 

Rowe Well. 90 


Total. 1,190 


FIRE LINES. 

It hardly seems practicable at present to clear wide fire lines in 
the monument. While only a clear cutting from 250 to 300 feet wide 
can be relied upon to stop crown fires, the large cost of construction 
is prohibitive. The most widely effective and at the same time 
economical plan is to rely upon a complete system of telephones and 
fire-patrol towers, and the removal of debris and opening small guide 








62 


GRAND CANYON OF ARIZONA. 


lines along the roads. The improved road system will form a suffi¬ 
cient basis for backfiring and otherwise checking ordinary fires. 

The railroad is at present the chief offender in starting fires, yet 
the line forms a fire break from the west and northwest. Its effi¬ 
ciency, however, is decreased by the coincidence of its course with 
the direction of the prevailing winds from the southwest. 

Roadway , Grand View to Cataract Canyon .—This road runs through 
the timber at an average distance of 1 to 3 miles south of the rim and 
forms the most practical fire line in the monument. It greatly needs 
the clearing of debris and the formation of guide lines as a check 
against fire. 

About 3 miles of this road, directly south of Grand Canyon, has 
become very rough and is little traveled, being substituted by a loop 
to the north running through Grand Canyon. For reducing fire 
menace, this old road should be changed from its present course in a 
depression to a smooth topped ridge to the south, as described else¬ 
where in this report under the subject of roads. 

From Grand Canyon to Grand View about three-fourths of the 
total distance of 14 miles is through an open yellow-pine stand, with 
pinon and juniper, scrub oak, and buck brush scattering in clumps 
and small thickets. The remainder of the distance is divided between 
1^ miles of clean burn (plat 9) and about the same distance of rather 
dense pinon and juniper (see photographs shown in pi. 4). Leaf 
litter has accumulated during the past few years and forms a serious 
fire menace during about six months each year along the road, which 
is much traveled by tourists. The chief menace is from lighted 
cigars and cigarettes discarded by careless travelers. 

The road west of Grand Canyon parallels the railroad for about 3 
miles, where no protective improvement is needed, then turns 
westerly through a pinon-juniper stand of good density. The open¬ 
ing is narrow, and over considerable portions dead and down trees 
and an old brush fence constitute a serious fire menace. The 
removal of this debris is extremely urgent. (See photos shown in 
pis. 5 and 7.) Toward Dripping Springs the road penetrates a 
dense stand of underbrush (.Artemesia tridenta), as shown in plate 7a. 
It is the united testimony of the rangers that in this type of cover 
fire burns fiercely. 

Between the two extremes of adopting wide fire lines and relying 
merely upon the ordinary roadway clearing of 7 to 9 feet lies a point 
where the construction of fire lines is reduced to a practicable basis. 
As a result of a careful consideration of the problem, the following 
treatment along the roads and trails is recommended. It will be 
discussed under three heads, corresponding to as many conditions 
of forest cover: Open yellow pine, juniper-pinon, and brush type. 

(a) Open yellow pine (pi. 4b).—The cover is considerably open, 
with clumps of juniper and pinon and small thickets of scrub oak. 
Grass and leaf litter make up a thin ground cover, which will increase 
in density with the more effective exclusion of stock. The surface 
is generally smooth. The chief danger from fire is carelessness of 
tourists in throwing away lighted matches or smoking materials. 

The essential points of treatment here include— 

(1) Cutting dead stubs and removing all dead trees and debris 
from a strip 100 feet on each side of the road. 


GRAND CANYON OF ARIZONA. 


63 


(2) Opening guide lines at a distance of 20 feet on each side of the 
road. These will consist of two to four plow furrows. In rocky soil 
this should be substituted by a strip 2 feet wide cleared and raked. 
The purpose is to check in their incipient stages fires originating near 
the road. This type prevails over the road between Grand View 
and Grand Canyon and for a half mile east of Rowe well. The road 
from Grand Canyon southeast a distance of 3^ miles to the road 
under consideration is similar in character and should receive the 
same treatment. About 1 mile of the distance is in a complete burn. 
The number of dead stubs and fallen trees is not large, and smooth, 
though shallow, surface soil is quite common throughout. There are 
about 10 miles of this type. 

The cost of clearing is estimated at $175 per mile, a total of $1,750 
for the 10 miles. 

(b) Pinon-juniper type (pis. 4a, 5b, 7b).—This type occurs for a 
mile east of the head of Long Jim Canyon and westward from the 
junction of the old cut-off road on the Grand Canyon road. The 
stand is usually dense and open only by the narrow roadway, 8 to 11 
feet in width. The tree crowns are always low branching, and this 
effect is augmented in many places by an abundance of low bushy 
shrubs, mainly oak, Cowania, and Artemesia. 

West of Rowe well a strip about three-fourths of a mile in length was 
cleared about a year ago, and the slash thrown along the road. It 
is a very dangerous fire menace, as well as extremely unsightly. 
It should be disposed of under free use, or piled and burned. The 
sum of $75 was spent in the cutting of three-fourths of a mile in dis¬ 
tance. To clear up the slash will require an additional $50. 

This forest type presents the most serious fire menace, yet it is 
hardly practicable to open up fire lines of sufficient width to check 
a top fire. Patrol and quick action must be relied upon for protection. 

The essential measures to adopt in protection are: 

(1) Clear the roadway to at least 30 feet in width. Since the 
danger is largely from the south, the strip should be more largely 
on that side of the road. From 15 to 18 feet of actual clearing will 
in most places be required. This is provided for over a distance of 
about 2J miles by necessary road construction, recommended else¬ 
where in this report. 

(2) Remove all dead trees and debris from a strip 60 feet in width 
on either side of the road. This is over twice the average height of 
the forest cover. 

The demand for firewood is limited, but an effort should be made 
to sell as much as possible and dispose of the remainder by free use. 
Between Grand View and Dripping Springs there are about 6 miles 
of this type, exclusive of the stretch of the old cut-off road figured 
elsewhere. The cost of clearing, based on similar cutting west of 
Rowe well, where the slash w T as not disposed of, as specified above, 
is estimated at $150 per mile, or a total of $900 for the 6 miles. 

(c) Brush type (pi. 7a).—Repeated fires have opened up portions of 
the pinon-juniper forest, which have subsequently produced a dense 
stand of shrubs, chiefly buck brush (.Artemesia tridentata ). The photo¬ 
graph, plate 7a, shows a typical stand. This condition is now preva¬ 
lent west of Rowe well from the fork of the Dripping Springs road 
westward. This type creates a hot, sweeping fire. 


64 


GRAND CANYON OF ARIZONA. 


This artemesia is easily cut and does not sprout from stump or root. 
It starts readily from seed, but is a moderately slow grower. Thus 
clearing is relatively inexpensive and will be effective for a period of 
several years. The shrub averages about 3 feet in height. 

A clearing in the road and for a distance of 12 feet on the south side 
should be made through this type. There is about 1 mile of this type 
along the Dripping Springs road, and the cost of clearing is estimated 
at $40 per mile. 

Summary ol fire lines .—The cost of adequately protecting the 
Grand View-Cataract Canyon road from Grand View as far west as 
Dripping Springs, a distance of about 18 miles, is summarized below: 


Yellow-pine type, road fire line, 10 miles, at $175. $1, 750 

Pinon-juniper type, road fire line, 6 miles, at $150. 900 

Brush type, road fire line, 1 mile, at $50. 50 


Total for 15 miles. 2,700 


Three miles of the total distance east of the railroad track is pro¬ 
vided for elsewhere under the subject of road construction. 

Signs .—The use of appropriate fire-warning signs at important 
points has been mentioned under the foregoing paragraphs. They 
should be placed at fire-patrol towers, equipment stations, and at 
the large burn east of Grand Canyon. The warning is included on 
the large information sign to be placed in front of El Tovar. A list 
of the signs is given under the heading of “Official information and 
warning signs.” 

PUBLIC COOPERATION. 

The interest of the management of the various hotels in reducing 
the fire menace is primarily a matter of business consideration. 
The present condition is quite gratifying, and the local forest officers 
have received good support in fire patrol. In line with the present 
movement to provide a more complete fire-fighting equipment, a 
more .definite understanding and cooperation should be brought 
about between the forest officers and the local management of the 
various hotels. 

Summary op Cost of Fire-Protection Plan, 

A summary of the estimated cost of putting into effect the above 
fire-protection plan is itemized, as follows: 


Telephone system. $3, 250 

Fire-patrol towers... 1,190 

Fire-equipment stations. 280 

Fire lines. 2, 700 

Signs. 30 


7,450 

This amount may be compared with the cost of artificially restock¬ 
ing a section of burned land, such as the recently burned area east 
of Grand Canyon where over three sections were completely burned. 
Forest planting at present can not be done in the dry Southwest for 
less than $20 per acre, or $12,800 for reforesting a single section of 
land. The very high value of the existing forest cover justifies this 
amount of protection, which represents the minimum that should 
be considered. The annual expense of keeping up the protection 
plan is estimated at $300 for the following five years, which brings 
the total up to $9,140 for the period to 19i5, inclusive. 













GRAND CANYON OF ARIZONA. 


65 


SYSTEM OF GOVERNMENT ROADS AND TRAILS. 

Synopsis. 

The region from Grand View on the east to Hermit Basin on the 
west, a distance of 30 miles along the rim, is the center of public travel 
at the canyon. The region has no scenic roads, and none except a 
few interior roads of poor construction. A system of good roads is 
very greatly needed. 

Action is respectfully recommended toward securing a congressional 
appropriation amounting to $7,500 for immediate use on roads (see 
recommendation, p. 8), and as the initial movement for an expenditure 
of $107,500 during the next five to ten years. The different projects 
and the amounts needed for each are described in subsequent para¬ 
graphs. 

Ultimately the zone of government improvement' of roads and trails 
will lie between the Little Colorado River on the east and Cataract 
Canyon on the west, a distance of about 80 miles. 

The general map accompanying this report and marked “ Exhibit 
10,” shows the complete road system for the region about Grand 
Canyon. 

Existing Roads and Trails. 

(1) Roads .—Within the portion of the national monument and 
region about Grand Canyon under special consideration, there are 
about 45 miles of road, of which a little over 2 miles, from El Tovar 
Hotel at Grand Canyon to Hopi Point, is traversable during the entire 
year. This is due to improvement work done in 1907-8 by the 
Santa Fe Land Improvement Company, at a cost of about $8,000. 
The road to Grand View, a distance of 14 miles from Grand Canyon, 
follows a meandering course along lines of least resistance. A small 
amount of work has been done by the Grand Canyon Copper Com¬ 
pany, but this road is practically impassable during several months 
of w T et weather each year. A branch road of 1 mile leading to Yavapai 
Point and a road from Grand Canyon south to Rowe Well Ranger 
Station, a distance of 3 miles, are in about the same condition. All 
the remaining roads are narrow lanes cut through the forest along the 
easier courses. They often follow depressions and are badly subject 
to surface erosion. 

The management of El Tovar Hotel maintains a well-equipped 
livery and in good weather have regular drives scheduled to three 
points along the rim; namely, Grand View, Yavapai Point and 
Hopi Point. It frequently happens that during periods of several 
weeks at a time in the winter and early spring months, when travel 
is regularly at its highest mark, only the trip of 2 miles to Hopi Point 
can be made. Visitors are able thus to see the canyon at only two 
points, whereas for a distance of 10 miles to the west and 18 miles 
to the east the rim presents a continuous series of preeminent points 
and intervening amphitheaters, from any of which the view is pano¬ 
ramic and very impressive. 

(2) Trails .—A cut-off trail about miles in length on the Grand 
View road is practical!}" the only trail in use above the rim. Natural 
paths have grown up along the rim in the vicinity of Grand Canyon 
Avhich are exceedingly rough, as shown in plates 2 and 3, and are 
urgently in need of improvement. 

47845—10-5 


66 


GRAND CANYON OF ARIZONA. 


There are five trails to the river, of which the Bass trail, the Boucher 
trail, and the Canyon Copper Company’s trail were built and are 
being maintained by mining interests coupled with profit received 
from tourist trade. Grand View trail built oy the Grand View Hotel 
interests is temporarily out of repair, while the Bright Angel trail is 
kept in excellent repair. A toll of $1 per head on each saddle or pack 
animal is collected by Mr. Ralph Cameron, to whom the trail is leased 
by the county. This is the status according to the latest legal inter¬ 
pretation in the course of a legal fight over the question of owner¬ 
ship of the trail. The proposed Santa Maria trail, for which applica¬ 
tion has been made by the Santa Fe Land Improvement Company, 
will descend to the rim through Hermit Basin, one of the most scenic 
amphitheaters of the whole canyon. 

On the “plateau,” which is a prominent bench of the Tonto sand¬ 
stone overlying the granite, 3,300 feet below the rim, the old Tonto 
trail winds its way through the canyon and thus connects the various 
trails into the canyon. It is a dangerously rough trail. 

The need for improvement of roads and trails, as elsewhere dis¬ 
cussed, is very great. The problem is confined mainly to the rim 
and neighboring region rather than to the canyon itself. Plans for 
needed improvements will be discussed in a later portion of this 
report. 

Classes of Roads. 

The center of the tourist travel for some years in the future will 
remain as now between Grand View on the east and Dripping Springs 
on the west, a distance of 30 miles along the rim. From the larger 
standpoint, however, the zone of travel will increase over a wider 
strip nearly 90 miles in length from the Little Colorado River on the 
east to Cataract Canyon on the west. Within the smaller zone a 
more active government control and permanent improvements are 
urgently needed, while in the larger area progress will naturally be 
extended over a longer period. 

All existing and prospective roads can be considered under two 
classes with reference to their location: 

(1) Interior roads. 

(2) Roads along the rim. 

Again, some roads will be main arteries for travel, while others will 
be used less frequently and for other purposes, such as fire lines. 
The former may be designated roads of the first class and the latter 
second-class roads. 

All existing roads are interior roads, which either directly or by 
branches touch the rim at a very few places. The final road plan 
includes roads of both classes. 

f*> Ultimate Road System. 

The ultimate road system, looking many years into the future, 
should consist of the following roads: 

(1) An interior road from Little Colorado River on the east to 
Cataract Canyon on the west, touching the rim at Grand View and 
Hermit Basin. 

(2) Branches of the above road to: Hance ranch, Grand View 
Point, the rim, 4 miles west of Grand View; two to Grand Canyon, 
one each from the east and west; Dripping Springs, Bass camp. 


GRAND CANYON OP ARIZONA. 67 

(3) Road along rim, from Hance ranch, north and east to Navajo 
Point, including Moran, Zuni, Pap ago and Pinal points. 

Grand View west to Hermit Basin including Thor Hammer, Sho¬ 
shone, 1 aki, Yavapai, Hopi, Mohave, and Pima points. 

The roads in this plan would all be located within the proposed 
boundaries of the national monument. A movement is already on 
foot for a trunk-line roadway from southeastern Arizona through 
Flagstaff, touching the rim at Grand View. 

The length of the main interior road will be about 90 miles; the 
total of branches, 20 miles; the rim roads, 30 miles. The total 
mileage is 140 miles, and the cost of construction, estimated at 
$4,000 per mile, is $560,000. 

Roads Needed at Present. 

Of much greater importance are the roads needed at present. 
The canyon should be opened up by certain roads and trails for the 
immediate benefit of the public. The improvements here recom¬ 
mended will work out in direct harmony with the more comprehensive 
system outlined above. 

(1) SCENIC DRIVEWAY ALONG THE RIM, GRAND CANYON TO GRAND VIEW. 

The field to be considered lies between Grand View and Hermit 
Basin, a distance of about 30 miles, measured along the rim (pis. 
1, 6, and 10). All existing roads are interior, mostly from 1 to 3 
miles distant from the rim, and are little improved. On account of 
the rare scenic features and favorable topography, all road work 
between Grand View and Grand Canyon should be centered upon 
the construction of a road along the rim. The desirability of such 
a scenic highway is recognized by all thorough observers of the canyon. 
Nothing else can possibly equal this in point of opening up the canyon 
to the public. The grade is everywhere very low except around the 
heads of a few narrow side ravines west of Grand View Point. 

The native rock is limestone and lies near the surface, presenting a 
firm, generally smooth surface. Its quality is excellent, according to 
reliable authority, for road construction. 

The course would be along the rim over the greater part of the dis¬ 
tance, with a cut-off of about 1 mile across the base of Yaki Point, 
and a connection one-eighth mile in length with the interior road at 
Thor Hammer. At a point about 1 mile east of El Tovar Hotel, the 
road should swing away from the rim to allow for parking and other 
improvements. The total distance is about 17 miles. 

West of Grand Canyon the course should coincide with the present 
interior road to Hopi Point, then follow the river 6 miles west to 
Hermit Basin. The latter section is included in the application of 
the Sante Fe Land Improvement Company. The rim between El 
Tovar Hotel and Hopi Point should be reserved exclusively for a bri¬ 
dle and foot path of first-class construction, as is elsewhere considered 
in this report (pi. la). 

The cost of the road from GrandView to Grand Canyon, 17 miles, 
at $4,000 per mile, would be $68,000. In case the rim road west of 
Grand Canyon is not constructed by the Sante Fe Company, there 
will be an additional 8 miles, at $4^000 per mile, making a total of 
$100,000. Accessories, such as bridle and foot paths and shelters, 
are discussed under their respective headings. 


68 


GRAND CANYON OF ARIZONA. 


(2) DRIPPING SPRINGS ROAD. * 

The improvement of the present Dripping Springs road, via Rowe 
Well ranger station, a distance of 9 miles, should be considered. 
With the completion of the proposed rim road to Hermit Basin and 
Santa Maria trail, it is likely that Dripping Springs will be reached 
by a shoft extension trail from the latter in Hermit Basin. Travel by 
the present wagon trail will probably be largely discontinued, as it is 
much. less direct, and in either case a trail trip is necessary at the end of 
a wagon road. Under the following paragraph this is further dis¬ 
cussed. The improvement of this road for fire protection is discussed 
elsewhere in this report. 

(3) CATARACT CANYON ROAD. 

Cataract Canyon, the most interesting and impressive point for a 
side trip from the Grand Canyon, is annually visited by several hun¬ 
dred tourists. The distance is 38 miles to the canyon by wagon road 
and 12 miles by trail to reach to Indian village in the canyon. The 
road is a rough wagon trail, and nearly everybody rides animals the 
whole distance. 

The first 6J miles is likewise the road to Dripping Springs. While 
the first miles to Rowe Well ranger station is much traveled by 
officers of the Forest Service and tourists and some work has been 
done on this portion, yet it is rough, poorly graded, and poorly 
drained, so as to be very heavy in wet weather. 

Since this will be the permanent route to Cataract Canyon, improve¬ 
ment should be commenced as soon as possible over the first 6J miles 
from Grand Canyon west to the branch leading to Dripping Springs. 
The improvements needed are: 

(a) Widening and straightening the right of way through the wood¬ 
land forest. 

( b ) Grading and ditching. 

(c) Clearing up wood debris, incidentally lessening fire menace. 

The latter operation is covered under the discussion of fire protec¬ 
tion. The first and second operations will prepare the roadway for 
later treatment with crushed rock. The amount of necessary work 
is not great, and the sum of $975, or $150 per mile, should be obtained 
by special appropriation for this work. 

(4) ROWE WELL TO GRAND VIEW. 

An old wagon trail extends from the railroad track just east of 
Rowe Well ranger station, a distance of 3£ miles east to the Grand 
View road. It follows a flood-water course and is nearly impassable 
in wet weather. There is need for a passable road across this stretch 
to accommodate east and west travel, and particularly that of the 
Forest Service officers in getting from Rowe well to Hull tank and 
Red House ranger stations, and also Anita station by wagon. Sec¬ 
ondly, this is a critical line of fire patrol and protection for the region 
south of Grand Canyon. The following improvements are needed: 

(1) A change should be made over the western 2\ miles so as to 
bring the road on the top of the smooth ridge, as shown on map 
marked “Exhibit 10.” The surface is very favorable for a road, 
the forest is juniper and pinon of open character, and the slope is 
well adapted for a fire break. 


GRAND CANYON OF ARIZONA. 


69 


(2) A clearing 30 feet in width should be made along the ridge 
slightly on the north or leeward side to aid in fire protection. Stumps 
should be removed from the central strip 18 feet in width. The 
remainder of 1 mile of the old road at the east end will need a cor¬ 
responding widening through the timber, and there will be a small 
amount of grading throughout. 

The cost of road improvement is estimated at an average of $250 
for miles and $125 for 1 mile, giving a total of $750. 

(5) ROWE WELL TO HOPI POINT. 

There is some travel over the existing rough wagon trail. When 
a rim road is built from Hopi Point westward, the portion of the 
former between Hopi Point and the head of Monument Canyon will 
be abandoned. From the latter point southward there will always 
be demand for a permanent road. This latter portion, a distance of 
If miles, should receive preliminary improvement, consisting of 
straightening, widening, and grading. An expenditure of over $200 
per mile, or $375, is needed, and the necessary funds should be 
provided. 

(6) GRAND VIEW ROAD. 

In the final plan this interior road from Grand Canyon to Grand 
View is to be only a second-class road for lighter travel and fire 
protection. The widening and the clearing of wood debris is con¬ 
sidered under the discussion of fire protection. Prior to the comple¬ 
tion of a roadway along the rim all travel will pass as at present 
over the existing road. The road follows the depression and is 
unfavorably located. 

The Government should improve this road and maintain it in 
good passable condition. The sum of $1,400, or $100 a mile, should 
be available for straightening, grading, and draining this road. Up 
to the present time the Government has spent no money on this 
road. 

Trails. 

(1) BRIDLE AND FOOT PATH ALONG RIM NEAR GRAND CANYON. 

Upon leaving the train at Grand Canyon, after long hours or days 
of confinement in travel, a stroll along the rim at once suggests 
itself to a large majority of the visiting tourists. 

The rim from Grand Canyon eastward to Grandeur and Yavapai 
points, a distance of 1J miles, and westward to Maricopa, Sentinel, 
and Hopi points, about 2 miles, is attempted by many hundreds of 
people on foot, but traveled by very few on account of the exceeding 
roughness of the surface. This is well shown in plates 2 and 3. By 
long use a natural course has grown up among the pines and junipers, 
but it is so rough as to discourage its use after the first few minutes’ 
walk in either direction. A remark overheard by the writer illus¬ 
trates the point. A party of tourists were strolling along the rim 
within a few minutes’ walk east of El Tovar Hotel. The men were 
in the lead when one of the women called out, “Come back, it’s too 
rough out there.” (PI. 2b.) 

The topography and surface admit of opening a good bridle and foot 
path at a relatively small cost. On account of the very central 


70 


GRAND CANYON OF ARIZONA. 


location and urgent demand, this work should take precedence over 
all other trail construction. The site selected by Prof. W. H. Holmes 
for the $5,000 Powell memorial seat lies along this trail to the west 
of El Tovar Hotel. The Government should construct a first-class 
bridle and foot path for the benefit of the public. 

Surface conditions .—The topography is regular and generally level, 
with a range in elevation of about 250 feet in the 3 \ miles of distance. 
The Aubrey limestone underlies very shallow soil or outcrops with a 
generally level surface, generally strewn with loose fragments. (Pis. 
2 and 3.) A juniper and pinon stand of good density covers the 
region to the edge of the rim. 

Construction .—The construction should proceed by three stages, 
namely: (1) Clearing through the trees and removing loose stones. 
(2) Crowning with cinders or crushed rock. This is essential to make 
the walk serviceable during periods of wet weather. (3) Clearing up 
dead trees and brush and removing a few trees along the path for 
scenic effect. 

The course should be along the rim, generally from 20 to 40 feet 
.distant, seldom nearer thaji 15 feet, and in places departing as much as 
50 to 100 feet along uninteresting portions, where the screen of trees 
along the rim will enhance greatly the variety of scenic effect. An 
important point to be borne in mind is to leave a margin along the 
rim of sufficient width to allow people to turn off and enjoy the view 
without interference from passing trail animals. Seats and shelter 
should be provided at selected places along the route. 

Considerable portions of the present course can be followed to 
advantage. Tne path should be constructed for a crown 5 feet in 
width. The loose rock in places should be built up along the sides to 
form a retaining wall for the crown filling, which is essential for cover¬ 
ing surface irregularities and providing drainage in wet weather. 
The question of obtaining the material for the crown filling should be 
taken up with the officials of the Santa Fe Land Improvement Com¬ 
pany. It is very probable that entirely satisfactory arrangements 
can be made for obtaining cinders or crushed rock, as outlined in 
another section of this report. 

The cost per mile of the improvement is estimated as follows: 


(1) Clearing, 8 feet wide in juniper-pinon type, and removing loose stones, per mile. $48 

(2) Crowning, 5 feet, cinders or crushed rock, per mile. 172 

(3) Clearing wood debris along trail, 50 feet side. 20 


Cost per mile. 240 

Total cost of 3^ miles at $240 per mile equals. 875 


(3) BRIDLE PATH, YAVAPAI POINT TO GRAND VIEW. 

The rim between these two points includes Yaki and Shoshone 
points and seyeral amphitheaters which are among the most beautiful 
and impressive. There is no trail, and on account of the low, dense 
forest it is difficult to walk and nearly impossible to ride over the 
route; the distance is about 16 miles, and has been included in a 
private survey for a scenic railroad. While the forest cover is low 
and dense, the surface is very uniform and broken only by a few side 
ravines, making trail construction easy and relatively inexpensive. 
The trail will be a forerunner of the roadway which is elsewhere 
considered. A bridle path with a 6-foot clearing and 3-foot path 
intended for trail animals only should be constructed. 






GRAND GAN YON OF ARIZONA. 71 

Estimate .—The cost of 16 miles of trail is estimated at $100 a mile, 
or total of $1,600. 

(3) GRAND VIEW CUT-OFF TRAIL. 

A cut-off trail of about 2J miles in length on the Grand View road 
is much used, but has never been worked out. The trail should be 
straightened in places, brushed out, and the loose stones removed. 
The work will not be heavy and the cost is estimated at $18 a mile, 
or a total of $45. 

(4) CUT-OFF TRAIL EAST SIDE OF HERMIT BASIN. 

Upon the completion of the proposed road by the Santa Fe company 
or by the Government, from Hopi Point to the east side of Hermit 
Basin, it is important that a trail be opened from the latter point 
southward to Dripping Springs road. The trail is needed for access 
in following the rim to Dripping Springs, Yuma, and Cocopa points. 
Especially as a fire line in checking fires from the west the southern 
end of this trail is needed at once. A route was located after a 
thorough search and preliminary survey and is shown on accompany¬ 
ing maps marked “Exhibits 1 and 10.” 

Starting at the proposed rest-house site at the head of the Santa 
Maria trail, the route is in a southeasterly direction, heading two 
small ravines close by, then crossing a level plateau with smooth sur¬ 
face. An easy drop of about 250 feet into the head of Hermit Basin 
occurs in the steep rock wall at a point just at the junction of the 
first main fork from the north. The course then follows up the 
main canyon about one-fifth mile, where it ascends the south wall 
by a small side ravine. In fact, there are several places on this 
side which permit of an exit trail. The route indicated is very 
feasible, since the writer was able to lead his saddle horse over it by 
removing some bowlders and. wood debris. The short course in the 
deep wooded canyon adds variety, is free from flood danger, and 
serves to rest the saddle stock from the steep descent or ascent. At 
the top of the ascent the trail should extend south to the Dripping 
Springs road at a point approximately II miles west of Rowe well 
ranger station. Over this last stretch the surface is everywhere 
generally level. 

Estimate .—The length of the trail will be close to 2 miles. Over 
about II miles very little work except removing loose stones and 
trimming pinon and juniper trees will be required. The remainder 
is circling heads of bays and zigzagging across the canyon head. 
The former will cost $40 a mile and the latter a^ the rate of $200 
per mile, or a total estimated cost of $160. 

(5) TRAILS—HERMIT BASIN AND VICINITY. 

The most impressive basin or amphitheater, with a questionable 
exception of Grand View, is Hermit Basin. The proposed Santa Fe 
road runs to this, a distance of 8 miles by the uiver, and the proposed 
Santa Maria trail descends into this basin. Dripping Springs, a very 
attractive spot, is at one of the two heads of the basin. With the 
further development of the national monument several trails should 
be built around and in the basin. 


72 


GRAND CANYON OF ARIZONA. 


Trail system. —(1) A very rough trail, following an old Indian 
trail, enters the basin from the extreme southern end. This trail is 
not needed and no work should be done on it. 

(2) At the southwest corner a fairly good trail, built about 1904 by 
Louis Boucher, extends from the rim to Dripping Springs, a descent 
of 1,000 feet in altitude in a distance of about three-fourths mile. 
This is traveled by several hundred people each year. This trail 
should be put into good repair, at a cost of $300. 

(3) From this point Boucher trail, built in 1902 by Mr. Boucher 
for mining purposes, descends to the river, passing on the way 
Gertrude Point, a very scenic projecting point 1,200 feet below 
the rim. 

(4) The proposed Santa Maria trail (of the Santa Fe) will enter 
from the east side and continue through the basin to the river below. 

(5) Connecting Dripping Springs with the basin and proposed 
Santa Maria trail site is an extremely narrow path at the head of the 
basin, 1,000 feet below the rim and passing over a soft red sand¬ 
stone slope at the very head of Hermit Canyon proper. From this 
trail one acquires a sense of sheer height above and sheer depth below 
scarcely equaled elsewhere in all the canyon. Mr. Boucher opened 
the path in order to pasture in the basin trail stock needed at Drip¬ 
ping Springs. 

This trail connecting the Santa Maria trail site with Dripping 
Springs should be improved on account of its rare scenic values; 
also to make a connecting link from the east to west across Hermit 
Basin. The distance is II miles, and the cost is estimated at $500. 
The improvement should be made subsequent to the construction 
of the Santa Maria trail. 

(6) The system of trails along the rim should be completed by a 
trail commencing near the old Cruther’s cabin in section 30 and fol¬ 
lowing the rim, around the head of the Dripping Springs end of 
Hermit Basin, to Yuma Point and on to Cocopa Point, as the extreme 
western terminus of the present proposed trail system. The dis¬ 
tance is about 6J miles over a generally smooth, level surface covered 
with juniper and pinon. The cost is‘estimated at $80 per mile, or 
a total of $520. 

Construction Materials and Specifications for Roads and Walks. 

For the permanent roads and the more important footpaths some 
special material for the crown will be required. The surface rock 
throughout the region is prevailingly a firm limestone of excellent 
quality for road construction. Upon the approval of the pending 
special use for a road along the rim, the Santa Fe Land Improvement 
Company are prepared, according to information of the division 
engineer, at once to import a rock crusher and commence work. 

Another material is obtained from natural volcanic cinder pits and 
extensively used along the Atchison, Topeka and Santa Fe Railroad 
as ballast for their tracks. There is sufficient clay mixed with the 
cinders to bind the wliole into a compact mass. 

It seems very probable that satisfactory arrangements can be 
made between the Santa Fe company and the Government, or its 
authorized contractor, for one or the other of these materials as 
may be needed for preliminary trail or road improvement. Else- 


GRAND CANYON OF ARIZONA. 


73 


where a recommendation is contained that the Government build 
at once a bridle and foot path from Yavapai Point westward to 
Hopi Point. 

The standard road for the monument should be 20 feet in width, 
with necessary gutters or drains additional on the sides, of which 
the crown should be 12 feet in width, coated with 6 to 12 inches of 
crushed limestone rock or native volcanic cinders, with a graded 
strip 4 feet wide on each side for extra turn-out. This type of road 
has been adopted by the Santa Fe Land Improvement Company for 
their proposed road in connection with the Santa Maria trail. The 
cost of constructing this road is estimated at $4,000 per mile for 10 
miles, and $3,500 for 10 to 30 miles of road. 

Footpaths, near central points where the travel will be heavy, 
should be cleared 9 feet in width, with a crown of crushed rock 
5 feet wide. The proposed walk from Grand Canyon west to Sentinel 
and Hopi points would be an example. At farther distances from 
centers of tourist travel, the paths could be reduced to a 6-foot 
clearing with a 3-foot crown. The total cost is estimated at $250 
per mile for the former and $200 per mile for the latter. 

Summary of Cost—Roads and Trails. 

Following is a general summary of the cost of roads and trails out¬ 
lined in above plan: 

r. Roads and trails needed at present: 


(а) Scenic roadway along rim: 

Grand View to Grand Canyon. .. $68, 000 

Grand Canyon westward a . 32,000 

- $100,000 

(б) Road improvement (interior roads) needed at present: 

Dripping Springs road. 975 

Rowe well eastward. 750 

Rowe well northward. 375 

Grand View road.*. 1, 400 

-3,500 

( c ) Trails, improvement and construction: 

Rim, Yavapai Point to Hopi Point. 875 

Rim, Yavapai Point to Grand View. 1, 600 

Grand View cut-off trail (improve). 45 

Hermit Basins rim trail (east). 160 

Hermit Basins rim trail (south). 520 

Hermit Basins basin trail. 500 

Dripping Springs trail. 300 


107, 500 

The total for the construction of a scenic road along the rim, for the 
improvement of certain of the existing interior roads, and opening up 
of a rim trail and improvement of others amounts to $107,500. Of 
this amount $32,000 is assigned for reimbursing the Santa Fe Land 
Improvement Company for 8 miles of proposed rim roadway. 
Amounts of this size can be considered only as direct special appro¬ 
priations. 

The total amount for improving existing roads and trail work is 
$7,800. This item should be considered as urgent work, to be acted 
upon as soon as possible. 

a Either by purchase from Santa Fe Improvement Company or by construction. 




















74 


GRAND CANYON OF ARIZONA. 


2. Roads and trails, ultimate plan .—The total cost of construction 
of roads and trails included in the ultimate plan for the canyon is 
$560,000. Deducting the amount of $107,500 specified in the pre¬ 
ceding subdivision leaves an amount of $452,500 for the more distant 
future work of completely developing roads and trails in the national 
monument south of the canyon proper. 

PROPOSED SCENIC ROADWAY OF THE SANTA FE LAND IMPROVEMENT 

COMPANY. 

On May 7, 8, and 9 the writer in company with Mr. H. C. Phillips, 
chief engineer of the Atchison, Topeka and Santa Fe Railroad, and 
Mr. George E. Kessler, landscape architect in their employ, made a 
close inspection of the entire road survey following the rim from Ilopi 
Point west to Hermit basin. The map marked “Exhibit 10” shows 
the proposed course of the road. As a result the survey was amended 
at about fifty points along the line with a view of including the maxi¬ 
mum number of desirable viewpoints, and introducing occasional 
relief by short stretches of forest trees and such other forms of 
variety as were possible along the proposed route. 

Attached is a complete list giving these departures from the official 
survey, which should be referred to when the question of final approval 
is under consideration. The results of the inspection are believed 
to be eminently satisfactory toward making a grand scenic highway. 

The proposed roadway will open up to the public a wonderfully 
impressive series of panoramic views. First comes the amphitheater 
at the head of Salt Creek, followed by Mohave Point and the deep, 
far-receding amphitheater at the head of Monument Creek. A view 
of the rim and canyon wall here is shown in Plate lb. From Pima 
Point (pi. 15) a very sightly point, which is reached next, the 
road swings south for a mile along the east side of Hermit Basin to 
the road terminus and head of the proposed Santa Maria trail. 
Plate 8 shows two views along here. 

While the course is generally along the rim, frequent departures of 
40 to 100 feet occur, and in two places in the 6 miles of distance the 
road leaves the vicinity of the rim in order to secure an easy grade 
across small, entering side canyons. These departures serve, by 
way of variety, notably to enhance the scenic effect. The danger in 
locating a rim road, especially the first of its sort, is a tendency to 
hold the course too close to the edge. A sufficient margin for locating 
rest shelters and for the safety of persons strolling along the rim is 
very essential. At the prominent viewpoints considerable area has 
been left for future developments of this sort, including shelters, seats, 
and paths. 

Thinning for scenic effect .—The scenery along the rim can be very 
greatly enhanced by judicious cutting. It is absolutely essential 
that this operation be performed as a matter of individual selection 
with the utmost degree of care and good judgment. The scenic 
values can easily be ruined by mistakes in thinning the forest stand. 
The key to the operation is in opening up vistas through the trees 
which most fortunately abound along the rim of the canyon. In 
places sweeping panorama will be afforded. The process of cutting 
should be gradual, represented by the following stages: 

(1) Opening the forest cover just sufficiently to allow for the right 
of way. 


GRAND CANYON OF ARIZONA. 


75 


(2) Thinning the forest between the road and the rim subsequent 
to its completion. This should be by careful individual selection 
and gradually worked out. 

(3) Clearing up dead trees and brush along the roadway. 

Mr. Kessler, the landscape architect employed by the Santa Fe 
Company, has had exceptionally wide experience in this and several 
European countries, and the writer had opportunity during the road 
inspection to discuss with him at length the question of the quality 
and quantity of thinning. 

Special note .—During the road inspection, which was commenced at 
Hopi Point and run westward, it developed more and more that the 
road should not be run too close to the rim ; i. e., the outer margin of 
the road not nearer than 20 to 40 feet of the rim. In case a request 
is received from the Santa Fe Company to depart farther from the 
rim, especially over the Hopi Point end of the road, the matter should 
be favorably considered. To a considerable degree their interests 
in the location of the road and those of the Government are identical; 
i. e., to secure the most impressive and scenic route. 

It is estimated by the Santa Fe Land Improvement Company that 
the construction of the road will cost about $32,000. In the event 
that the company for any reason does not build the road, the Gov¬ 
ernment should do so, subsequent to the road to Grand View, which 
should take precedence. If constructed bv the company, the ques¬ 
tion of reimbursing the latter should be fully considered when it 
appears that funds for that purpose are available. 

Recommendation .—It is urgently recommended that the special- 
use permit of June 4, 1909, be approved in favor of the Santa Fe 
Land Improvement Company. 

Departures from final road survey of the Santa Fe Land Improvement Company. 

Agreed upon by Mr. W. R. Mattoon, Forest Service; Mr. II. C. Phillips, chief engineer, Atchison, Topeka 
and Santa Fe Railroad; Mr. George E. Kessler, landscape architect, May 7, 8, 9, and 10, 1909.] 

Rowes Point: Start at open glade, 200 feet south of point of junction of roads and 
run on left curve to 315 plus 06. Road passing through dead tree with sign. 

From 315 plus 06 to 311 plus 36. Leaving 312 plus 58 about 40 feet on right and 
using slight left-hand curve. 

Thence to 307 plus 82, leaving out 309 plus 36. 

To 305 plus 95—To 304 plus 11 and then on in straight line, leaving out 302 plus 
93 and touching 300 plus 28. 

To 297 plus 15 by straight line, cutting hill a bit on way. 

To 295 plus 10—To 292 plus 63. 

Leave 296 plus 97, 30 feet to left as a point to get good view. 

To 289 plus 53. Leave out two stakes, go straight to 282 plus 24, making a little 
cut there. 

To 280 plus 55. 

Leave 279 plus 54, 20 feet to the left to get nearer edge. 

To about 20 feet out at 277 plus 71. 

To 276 plus 59 and then after 100 feet more straight line, swing to left with light 
curve to opposite 274 plus 11 and 35 feet out toward rim from same. 

To 271 plus 71. Cut across to 266 plus 23 with circular loop, leaving the point 
proper to toot development. Loop about as sketched. 

Straight to 262 plus 22. 

To 259 plus 66, leaving out one stake. 

To 258 plus 48—To 257 plus 25—To 254 plus 24 put in slight curves. 

To 252 plus 36—To 251 plus 05—To 250 plus 05—To 248 plus 05. 

Possibly put in turning space—To 245 plus 84. 

To 243 plus 89—To 242 plus 40 and straight beyond as close as possible to rim rock 
exposed at edge, then curve back to 241 plus 02/ On curves widen roadway. 

To 236 plus 52. 

From 236 plus 52, straight to 232 plus 30. 


76 


GRAND CANYON OF ARIZONA. 


To 231 plus 08—To 229 plus 17. 

To 226 plus 57—To 223 plus 59, omitting 225 plus 54 and filling ravine over box. 
Use rustic cedar rail on fill. 

To 220 plus 66. 

To 219 plus 51—To 217 plus 33. 

To 215 plus 02—To a point 50 feet right of 212 plus 69, near old stake, then sharp 
turn to left, passing 50 feet to right of 210 plus 70. 

To 204 plus 58. 

Straight from 204 plus 58 to 200 plus 40. 

To 199 plus 13—To 194 plus 35, leaving 196 plus 80 408 on left, and hugging rim 
opposite it. 

From 194 plus 35 to 20 feet right of 192 plus 98 and then parallel the line 20 feet 
near rim to 20 feet right of 190 plus 79, and thence to 188 plus 82. 

To 187 plus 26—To 184 plus 26 straight. 

Straight to 181 plus 60—To 178 plus 37. 

With wide turn to left near rim go to 176 plus 95, then to point 20 feet right of 175 
plus 00. 

Then to 171 plus 75—To 170 plus 10. 

To 166 plus 74 and make turn beyond stake on Canyon side, then to 163 plus 34. 
Then straight to 161 plus 39. 

To 159 plus 71—To 157 plus 88. 

From 157 plus 88 to 156 plus 30, thence to a point 20 feet to the right of 153 plus 23 
so as to get view, then to 152 plus 21—To 144 plus 90. 

(Sunday.) From 144 plus 90 to 143 plus 16—To 141 plus 80. 

To 140 plus 43—To 139 plus 00, then curve left and head for 25 feet right of 135 
plus 30 to give view point. Then curve left to 133 plus 28. 

To 132 plus 40—To 130 plus 52. 

Leave 129 plus 10 at point and develop down the hill to 127 plus 45 and after passing 
127 plus 45, curve to right, keeping up on ridge, and passing about 40 feet left of 
125 plus 54 and reach 124 plus 15, then straight to a point 25 feet left of 120 plus 25, 
in order to use shelf better. Then support around hill to left to reach 117 plus 65— 
To 116 plus 34. Then support on slope passing around head of gully, staying beyond 
the two big pines and at a level at least 10 feet above stake 114 plus 42 and about 
50 feet or more beyond and to right of 112 plus 05 and to 110 plus 90, letting level 
have influence. 

To 109 plus 39 and 107 plus 91 fitting the hillside, which is good rock. 

To 106 plus 75—To 105 plus 65—To 104 plus 20—Straight to 100 plus 90. 

From 100 plus 90 to 99 plus 25—To 98 plus 25—rTo 96 plus 20—Straight to 92 plus 60. 

To 90 plus 89 and then make easy turn to right keeping up on hill to 89 plus 50 
and reverse through it to point 40 feet right of 88 plus 45 and then about 30 feet right 
of 87 plus 27 where turn sharp to left and to 85 plus 60. 

To 84 plus 49—To 81 plus 49—Then to 20 feet right of 74 plus 49 and on to 76 plus 
74—To 74 plus 90—To 72 plus 35—To 70 plus 10—To 68 plus 26—To 65 plus 41—To 
62 plus 45 using 63 plus 70 as a P. T. 

From near 62 plus 45 to 60 plus 45 as a P. T. and curve to 59 plus 49—To 59 plus 
00—To 58 plus 32—To 57 plus 00—To 56 plus 06—Straight to 51 plus 96 where turn 
sharp left to 51 plus 15—To 49 plus 74—To 48 plus 87—To 48 plus 38—To use 46 plus 
20 as P. T. and go with sharp left turn keeping up on hill to about 50 feet right of 42 
plus 89, and around hill, keeping up and reaching 50 feet left of 39 plus 66. Thence 
still keeping up 50 feet to left of 38 plus 44 to 37 plus 50, then keep up to point 30 
feet left of 35 plus 00—Then keep up on hill and straight to 30 feet left of 31 plus 80. 
Then stay up on top and go to about 50 feet left of 29 plus 69 and along line of Ball’s 
old survey about 50 feet to left of 28 plus 00. Keep on upper shelf about 50 feet left 
of old line and come in to 22 plus 00. 

From 22 plus 00 to 20 plus 00—To 18 plus 00. 

To 17 plus 00—To 20 feet left of 16 plus 00—To 20 feet left of 13 plus 70—To 12 plus 
39—To 10 plus 81—To 8 plus 00—To 3 plus 00, then a turn around as shown in large 
scale sketch. 


PROPOSED LANDING PLATFORMS AND WALKS AT HOPI, SENTINEL, AND 

YAVAPAI POINTS. 

The construction of platform landings and walks at Hopi, Sentinel, 
and Yavapai points, in accordance with the special-use application 
of the Santa Fe Land Improvement Company, will be directly in line 


GRAND CANYON OF ARIZONA. 77 

with the general improvement of the rim as recommended in this 
report. 

All three of these points are held under the mining laws as lode 
claims, in which Mr. Ralph H. Cameron, territorial representative, 
is more or less interested. The opinion prevails very generally 
throughout the region that ore in paying quantities does "not exist in 
the upper strata composing the upper 1,000 to 2,000 feet of the canyon 
walls. These strata are conformable, nearly horizontal, and non- 
metamorphised sedimentary rocks. The following is a table of the 
rock strata obtained from Mr. H. C. Phillips, chief engineer of the 
coast lines of the Atchison, Topeka and Santa Fe Railway Company: 


Feet. 

Upper Aubrey limestone. 560 

White sandstone. 500 

Red sandstone. 1,450 

Blue limestone. 1,500 

Cambrian quartzite. 180 

Silurian shales. 550 

Granite and schist. 1,400 


Total. 6,140 


The holdings of the Canyon Copper Company, from which ore has 
been shipped out of the region, are located in or beneath the blue 
limestone stratum from 2,500 to 3,500 feet below the rim. The old 
pioneers, for example, Mr. Louis Boucher and Mr. W. W. Bass, who 
have been prospecting and mining in the canyon for the past thirty 
years, express strongly the opinion that the only region where paying 
ore may be expected to be found is in the schist representing the lowest 
and oldest rock in the canyon. 

The two patented mining claims along the rim have upon patent 
reverted at once to uses other than mining and directly in line of 
tourists’ trade. These are the Daniel Hogan claim, 1 mile west of El 
Tovar Hotel, used by Mr. C. F. Hamilton as a headquarters for a tour¬ 
ist guide business, and the patented mill site at Grand View, upon 
which a large hotel for tourists is located. There are two patented 
homesteads of 160 acres each along the rim. The patentees are P. D. 
Berry and John Hance. These four patents constitute all the alien¬ 
ated land along the rim in this region. 

The proposed landings are needed primarity in connection with the 
livery business, while the walks along the rim at the points are 
needed for the use of all visitors, particularly in wet weather, and 
are in harmony with the proposed rim footpaths. In case these are 
not built by the Santa Fe Company, an improvement estimate at $500 
each should be made to include their construction. This is par¬ 
ticularly needed at Sentinel Point on connection with the proposed 
Powell 'monument. In the present situation of doubtful right to 
construct the walks and landings on alleged valid mining claims, the 
most advisable course is to approve the application subject to all 
prior valid claims. An expression of consent sould be sought in a 
diplomatic manner from Mr. Cameron in case the Government 
desires to construct the works. Since the question is largely legal in 
its bearing, further discussion is not attempted. 

Recommendations .—(1) That in case the landings and walks are 
not built in two years by the Santa Fe Land Improvement Company, 











78 


GRAND CANYON OF ARIZONA. 


an improvement estimate be made to include three sets of walks and 
landings at $500 each. 

(2) That the present application of the company be favorably 
acted upon, subject to all existing valid claims. 

AUTOMOBILES IN THE NATIONAL MONUMENT. 

This is a live question at the present time throughout Arizona. 
A movement is on foot to construct a public automobile thoroughfare 
from the southeast corner of Arizona to the rim of the canyon. 

The danger of minor and fatal accidents resulting from the use of 
automobiles on scenic roads along the rim is too great for serious 
consideration of their use here. Their exclusion from the monument 
is very sure to entail hardship upon those who come to the canyon 
in automobiles. A partial solution might be reached by permitting 
automobiles on the interior roads after the completion of the proposed 
rim roadway. The former, however, are not likely in the near future 
to be improved for use in wet weather, and the opening to automo¬ 
biles of these roads at present would be extremely dangerous on 
account of their narrowness and the amount of horse traffic. 

The plan should include the establishment of automobile terminals 
at both Grand Canyon and Grand View, a short distance, say one- 
eighth of a mile, back from the hotel centers, and permit passage 
over each of the two roads entering the monument at these points. 

The question is a very important one, and needs to be gradually 
worked out in the future. 

Recommendations .—The recommendations of the writer are tenta¬ 
tive, but frame up as follows: That automobiles be allowed, under 
specified speed regulations, on the interior roads through the national 
monument, as soon as these are sufficiently widened, according to 
plans elsewhere described in this report, or as soon as the rim road 
is completed; it is understood that portions of the rim road which 
depart from the rim of the canyon, as from Grand Canyon to Senti¬ 
nel Point, are to be excluded for automobiles. 

Further, that automobiles be not allowed to approach over the 
spurs of interior roads nearer than designated terminal stations, to 
be located approximately 100 to 200 yards distant from the roadway 
along the rim. 


OFFICIAL GUIDE MAP FOR THE PUBLIC. 

An official guide map of the central region about the canyon 
readily available to tourists would be of the greatest aid in opening 
up the canyon to the use of the public. Such a map would be valu¬ 
able from the practical as well as the publicity standpoint by showing 
that the Government is active in making this place accessible to all 
classes of people. Exhibit 9 shows such a map compiled from exist¬ 
ing maps and containing the more important places, together with 
a list of distances and altitudes. 

The map shows clearly the location of roads and trails, points of 
special interest along the rim of the canyon, camps and hotels, 
springs, lookout points, and a list of the distances between impor¬ 
tant places of interest, with the altitudes of the latter. A special 
feature in addition is the assignment of consecutive numbers at 
turns or forks of roads and trails and at important points, indicated 


GRAND CANYON OF ARIZONA. 


79 


on small signboards of a uniform pattern, which would enable any¬ 
one readily to locate themselves by reference to the map. The 
specifications for the boards are given under the discussion of signs. 
There is an increasing number of independent travelers, and it is 
rightly within the function of the Government to aid in matters of 
public convenience. 

Framed copies of the map, accompanied by notice of sale, should be 
placed at the news stands in the El Tovar, Bright Angel, and Grand 
View hotels. The manner of distribution and cost would be on the 
usual basis of similar public documents, at cost plus 10 per cent. 
The cost per hundred of Van Dyke copies of the map is estimated by 
the district engineer’s office at approximately $7.85, and with the addi¬ 
tion of 10 per cent they could be sold at about 10 cents each. The 
cost could probably be much reduced if the maps were printed by 
the government presses in Washington It is hoped that the proposed 
change in boundaries will be made soon. 

Recommendation .—It is respectfully recommended that for the 
present copies be made by the Van Dyke process and sold at 10 cents 
each. That action to have the maps printed in the Government 
Printery be deferred until final action has been taken upon the recom¬ 
mendation for an addition in the vicinity of Grand Canyon. 

OFFICIAL INFORMATION AND WARNING SIGNS. 

National Monument and Game Preserve. 

A public signboard setting forth the facts regarding the proclama¬ 
tion establishing the Grand Canyon National Monument and the act 
of Congress creating the game preserve is very much needed. At 
present no information of this sort is available to the traveling 
public, with a consequent tendency toward a wrong impression 
growing up regarding the real governmental ownership and control 
of the canyon. The impression that the Santa Fe Railroad Company 
is in mastery over the canyon might easily be inferred, due to the 
scarcity of public signs or other information regarding governmental 
control. 

A form of wording for this large information sign is given at the 
close of this topic. This is suggested for a signboard, 3J by 5 feet in 
dimensions, with gold letters on a black smalt background. The 
specifications of the board and supporting posts are given on the 
attached plan, marked “ Exhibit 5.” 

The question of the most suitable location is mainly one of finding 
the place of greatest publicity. This is unquestionably the projecting 
point of the rim in front of El Tovar Hotel. Although this is within 
the 20-acre terminal site of the railroad, which includes the rim for a 
few hundred feet at this point, the mere location of the notice here 
could hardly be misleading to any appreciable extent. The promi¬ 
nence before the visiting public, together with the general harmonious 
and dignified surroundings, make this an ideal location. Mr. Charles 
A. Brant, manager of the El Tovar Hotel, indicated that the consent 
of the railroad officials would undoubtedly approve of this location. 
The following seems the most desirable location: 

Location .—At a distance of about 20 feet northwest of the flagpole, 
in the open space back of the projecting point along the rim walk. 
The sign should face the canyon, where it will be seen upon an inward 


80 


GRAND CANYON OF ARIZONA. 


look away from the canyon. Invariably following a fixed lookout oyer 
the canyon people turn about for the sake of contrast and also resting 
the eyes. The exact distance of the sign back of the walk should be 
determined on the ground by the readability of the sign. 

The following wording should be used for the sign: (The plans 
here presented have been approved by the district forester and the 
sign ordered, to be paid for out of funds available prior to July 1,1909.) 

Forest Service , U. S. Department of Agriculture—Grand Canyon National Monument. 

By authority of Congress the President of the United States established the Grand 
Canyon National Monument on January 11, 1908. Its entire area of approximately 
800,000 acres is included within the Coconino National Forest. The tract is reserved 
from all forms of entry, and is patrolled and protected at government expense for the 
benefit of the general public. All persons are requested to cooperate in the prevention 
of forest fires, especially by exercising care with camp fires. 

Grand Canyon game preserve. 

The Grand Canyon game preserve was created by act of Congress June 29, 1906- 
By this act hunting, trapping, killing, and annoying of game animals and birds is 
unlawful. 

Fire Warning. 

The road to Grand View when about 1J miles from Grand Canyon 
passes through a series of completely burned areas, in yellow pine, 

S er, and pinon. The effect is strikingly one of utter forest 
ation. (See PI. 9.) The cause is known to have been care¬ 
lessness of leaving a camp fire. 

The opportunity of setting forth this information before the public 
as an example of warning is an exceedingly good one and may be 
done in this case without danger of impropriety. 

A suggested form is given below for the sign, which should be 
erected on the north side of the road toward the east end of the burn 
near a tangle of large dead yellow pines. The board should be 4 
feet long by 2 feet wide and approximately in orange letters on black 
smalt background, as follows: 

Forest Service, U. S. Department of Agriculture—Fire warning. 

This very destructive forest fire was caused by carelessness in leaving a camp 
fire unextinguished. 

All persons are requested to cooperate in the prevention of forest fires, especially 
by exercising care with camp fires and in discarding smoking materials. 

The board should be located at a suitable distance from the road, 
so as to be easily read from passing wagons. 

Road and Station Signs. 

The expenditure of a relatively small amount of mone} r in placing 
signs at all forks of roads and in prominent points along the rim will 
give large returns in the matter of convenience and general informa¬ 
tion to the public, as well as giving publicity to the present matter of 
federal control. All signs should bear the letters “U. S.” 

A limited number of signs have been placed at road junctions by 
private enterprise, but these give only the directions, whereas distances 
should be shown. Permanent bench marks of the Geological Survey 
occur along the roads and trails. These should be marked by a small 
painted sign, labeled, for example, “U. S.—Altitude, 6,990.” ~ Several 
thousand people annually take the drive to Grand View from Grand 
Canyon, among whom are many who would find the ride of 14 miles 


GRAND CANYON OF ARIZONA. 


81 


through the forest more interesting with a knowledge of the changing 
altitudes. 

Considerable confusion prevails in regard to the names of the 
prominent points along the rim. Many old-established names have 
been officially changed (they appear on the Geological Survey sheets) 
and replaced by names of Indian tribes. Examples are the changes 
of Rowe’s point to Hopi Point, Hermit to Pima, O’Neill’s to Yavapai. 
The change tends greatly toward harmony and good taste. General 
confusion exists regarding the names of these points, in which nothing 
else will help so much as official signboards placed on these points. 
They should be placed several rods from the rim and facing the Can¬ 
yon. Incidentally, the altitude of the point should be shown. (See 
Exhibit 4.) Other special features throughout the locality should be 
marked by a sign, for example “Thor Hammer.” A list of signs is 
given at the close of this topic. 

Specifications for Signs. 

There should be uniformity in respect to size and color scheme of 
signs. The smaller signs should contain the letters “U. S.;” the 
larger signs, “Forest Service, U. S. Department of Agriculture.” 
All signs fall into three classes, as follows: 

Class A. Road and trail signs .—These should be lettered in black 
paint on white background and contain the designation, distance, 
and direction. The sizes should be standard, as follows: 

For one name, a board 1 by 6 by 36 inches; for two names, a board 
1 by 10 by 36 inches; for three names, a board 1 by 14 by 36 inches; 
for four names, a board 1 by 18 by 36 inches; the small boards to 
contain a bevel three-fourths of an inch wide, painted black; the 
larger board to be boxed and have a molding painted same as the 
letters. 

Class B. Station signs .—These include names of points, canyons, 
ranger stations, fire-equipment stations and fire towers, altitude 
bench marks, etc. Here the color scheme should be slightly different 
but uniform throughout. The most satisfactory colors are a dull 
black background and deep orange letters. Examples may be seen 
on the lawns about any of the Fred Harvey hotels. (Signs to be hung 
against white buildings should be lettered in white on black back.) 
The standard signs should be boxed and have orange-colored molding. 

The size will vary somewhat, but the following two sizes should be 
considered as standard: Three feet long by 12 inches wide of 1-inch 
lumber, 18 inches long by 6 inches wide of 1-inch lumber. 

The former to be used on points and at ranger stations, etc., and 
the latter at bench marks, etc. 

A special size, 9§ inches wide by 11 inches high, should be used for 
the identification signboards accompanying the guide map for public 
use. The boards should be inscribed at the top “ U. S., ” in the center 
the numerals, and at the bottom “Official Guide Map.” Orange 
letters on black background. A list of the exact locations of these 
signboards is given at the end of this subject for the guidance of 
forest officers in erecting them. 

Class C. Special signs .—The large national monument and game- 
preserve sign proposed for the rim at Grand Canyon is an example 
of a sign to be lettered in gold on a black smalt background. This 
type should be adopted only for special signs at very public places. 

47845—10-6 


82 


GRAND CANYON OF ARIZONA. 


Erection of Signs. 

Native juniper with the bark on should be used as posts for all 
except Class C signs. The material is everywhere abundant, and the 
effect is rustic and harmonious with the surroundings. The bark 
remains for years on posts cut green; after the falling of the bark, 
the application of a dark-green stain would be appropriate. For 
Class C signs, use dimension lumber coated with black smalt. Trees 
should seldom if ever be used as a substitute for posts. 

In the setting of posts, cement will likely be necessary in most 
cases in order to hold the post securely in the bed rock which nearly 
everywhere is close to the surface. The average height for signs 
should be 5 to 7 feet. The posts should project 5 to 8 inches above 
the sign, depending upon its size, with the top beveled to a point. 
The guide-map identification signs should be placed uppermost on 
the post above the road direction signs. 

List of Signs Needed on the National Monument. 

Class A .—Road and trail. 


Sign. 

Location. 

Grand View—131 miles —> 

Three-fourths mile east of El Tovar. 

Yavapai Point—1 mile. 


Grandeur Point—1 mile <— 

Do. 

Thor Hammer —> 

On Grand View road. 

Thor Hammer <— 

Do. 

Grand View Point—f mile —» 

Do. 

Grand View Point—f mile <— 

Do. 

Grand View—14 miles —» 

Grand Canyon. 

Yapavai Point—2 miles —> 


Hopi Point—2 miles —> 

One-fourth mile west of El Tovar. 

Sentinel Point—If miles —» 


Rowe well ranger station—3 miles <— 

Do. 

Dripping Springs—10 miles <— 


Cataract Canyon—50 miles <— 


Bass Camp— 2 miles <— 

One-half mile east of Rowe well. 

Rowe well ranger station—§ mile —> 

Do. 

Dripping Springs—7 miles —» 


Cataract Canyon—47 miles —» 


Dripping Springs <— 

At Rowe well. 

Cataract Canyon <— 


Hopi Point—3J miles —> 

Do. 

Sentinel Point—4 miles —» 


Dripping Springs^, 2 mUes 

| On Supai road. 

Cataract Canyon—43 miles <— 

Do. 

Dripping Springs trail—| mile —> 

Head of trail. 

Hull tank ranger station—1 mile <— 

Two miles east of Grand View. 

Hull tank ranger station—3 miles —» 

At Grand View. 

Grand View (cut-off trail) <— 

On Grand View road. 

Grand Canyon (cut-off trail) —> 

Do. 


The letters “U. S.” to appear on all signs. 


Class B .—Station signs. 

Fire-equipment station (4) (for tool stations). 
Fire-patrol tower (1). 

Rowe well ranger station. 

Hull tank ranger station. 

Long Jim Canyon. 

Thor Hammer. 

Hopi Point, altitude, 7,071 feet. 

Yavapai Point, altitude, 7,100 feet. 

Grandeur Point, altitude, 7,025 feet. 

Grand View Point, altitude, 7,496 feet. 

Maricopa Point, altitude, 7,030 feet. 

Sentinel Point, altitude, 7,050 feet. 

Mohavi Point, altitude, 6,900 feet. 

Pima Point, altitude, 6,750 feet. 

Yaki Point, altitude, 7,250 feet. 

Shoshone Point, altitude, 7,300 feet. 







GRAND CANYON OF ARIZONA. 


83 


The following altitude signs, as previously discussed, will be 
needed. They represent official bench marks on the Grand View 
road, on Bright Angel trail, and on the Dripping Springs road. For 
form of sign see plan marked “Exhibit 4:” Altitudes 7195, 6837, 
6811, 6681, 6462, 5866, 4850, 3876, 3472, 2436. 

Official identification guide map signs will be needed for 53 sta¬ 
tions. (See specifications in previous paragraph under this heading.) 
Also, one large fire warning sign 2 by 4 feet for the large burn east of 
Grand Canyon. 

All signs of Class B to have the letters “U. S.” at top of sign. 
Class C.— Special signs. 

A general information sign regarding the proclamation of the 
national monument and game preserve, as described above (Ex¬ 
hibit 5). 

A special fire-warning sign for the big burn on the Grand View 
road, as discussed above. This sign should be painted according to 
specifications for Class B signs. 

List of Locations for Signboards Accompanying Official Guide Map. 

1. Zuni Point. 

2. Moran Point. 

3. Head of old Hance trail. 

4. Hance (Buggeln) ranch. 

5. Fork of Hull Tank road. 

6. Hull Tank ranger station. 

7. Fork of road to Hull tank. 

8. Fork of road to Hance ranch. 

9. Fork of road to Flagstaff. 

10. Fork of road to Grand View Point. 

11. Head of Grand View trail. 

12. Grand View Point. 

13. Fork of road to Thor Hammer. 

14. Thor Hammer. 

15. Point on rim. 

16. Bench mark head of Long Jim Canyon. 

17. East end Grand View Cut-off trail. 

18. Fork of trail to Shoshone Point. 

19. Monte Vista Point. 

20. Shoshone Point. 

21. Point east of Yaki Point. 

22. Yaki Point. 

23. Head of Pipe Canyon. 

24. Bench mark lower end Long Jim Canyon. 

25. Fork of Old Cut-off road. 

26. West End Grand View Cut-off trail. 

27. Fork of road to Yavapai Point. 

28. Yavapai Point. 

29. Grandeur Point. 

30. Fork of road to rain tank. 

31. Fork of road to Hopi Point. 

32. Head of trail. 

33. Maricopa Point. 

34. Sentinel Point. 

35. Hopi Point. 

36. Mohave Point. 

37. Head of Monument Canyon. 

38. Foot of trail. 

39. Fork of road to Dripping Springs and Supai. 

40. Rowe Well ranger station. 

41. Fork of road to Bass camp. 


84 


GRAND CANYON OF ARIZONA. 


42. Cut-off trail to Pima Point (proposed). 

43. Pima Point. 

44. Head of Santa Maria trail (proposed). 

45. Bench mark near old Cruther’s cabin. 

46. Fork of road to Dripping Springs. 

47. Head of Dripping Springs trail. 

48. Dripping Springs. 

49. Yuma Point. 

50. Cocopa Point. 

51. Head of Boucher Canyon. 

52. Mimbreno Point. 

53. Mescalero Point (No Man’s Land). 

Cost of Signs. 

The cost of Class A signs in lots of 10 or more is estimated, for best 
quality of work, at $1, $1.25, $2, and $3 each for the respective 
signs listed above. An estimate on Class B signs in similar lots is 
$3 for the larger size and $1 for the smaller size. The 53 guide- 
map signs will cost about 60 cents each. The cost of Class C quality 
is considerably greater per square foot. The large sign is estimated 
at $40 and smaller signs at $15 to $20 each. 

The cost of the signs recommended in this plan is estimated at 
$140, plus $30 for labor in erecting them, giving a total of $170. 

SHELTERS AND SEATS ALONG THE RIM. 

As a supplementary permanent improvement in connection with 
footpaths along the rim, seats and shelters at a few of the more acces¬ 
sible points are needed. Elsewhere the proposed Powell memo¬ 
rial seat, for which Congress has appropriated the amount of $5,000, 
is discussed. This will probably be placed on Sentinel Point. The 
greater number of people who walk along the rim go eastward toward 
Grandeur and Yavapai points. There is much need for seats on 
these points and a simple form of shelter on Yavapai Point, since 
the surface is rocky and the slope is gradually away from the rim, 
making it decidedly unadapted in character for use in sitting. Plates 
2 and 3 show the character of the surface near the rim, and plate 6 
the proposed location on Grandeur Point. A shelter would be 
appreciated by many hundreds of people during the long hot dry 
season and the midsummer rainy season. 

The question of seats has been thoroughly tried out at El Tovar 
Hotel, with the decision strongly in favor of a metallic frame settee 
covered with wood slats and the whole securely fastened to the 
ground. . There seems to be a strong fascination on the part of some 
tourists in the crash of settees falling into the chasm below. 

A shelter consisting of a roof, stained green, and resting on natural 
juniper posts, and containing a few rows of raised plank seats would 
be in good harmony with the surroundings. A rectangular shape, 
12 by 18 feet in dimension, with broadly overhanging hip roof and 
open on all sides, is suggested for Yavapai Point. A few settees in 
addition should be placed along the rim. 

At Hopi Point there occurs an elevated plot of smooth surface, a 
natural platform, which possesses great possibility of development. 
A shelter pavilion here would be much used and appreciated through¬ 
out the year. A circular or octagonal shelter 18 feet in diameter, of 
similar construction as the above, is suggested. There should be 


GRAND CANYON OF ARIZONA. 


85 


outside seats as well. A few settees placed on sightly points along 
the rim footpath between Yavapai and Hopi points would prove 
most acceptable to the public. 

Following is a list of the seats and shelters most needed at the 
present time for the accommodation of the public, with the estimated 
cost: 

Rustic shelter, 12 by 18, shingle roof on juniper posts, set in cement, on Yava¬ 


pai Point. $75. 00 

Rustic shelter, octagonal, 18 feet diameter, shingle roof, rustic posts, set in 

cement, on Hopi Point. 125. 00 

35 settees permanently placed and located as follows: 

4 on Grandeur Point, 6 on Yavapai Point, 10 on Hopi Point, 15 along rim 

footpath, at $10 each. 350. 00 


Total. 550.00 


Recommendation .—These two shelters and the equipment of seats 
and settees are an essential part of opening up the canyon to the pub¬ 
lic, and it is respectfully recommended that the necessary provision 
be made for this improvement. 

PROPOSED POWELL MONUMENT. 

In May Prof. W. H. Holmes, in an unofficial capacity, visited the 
canyon and selected Sentinel Point as the site to be recommended 
for the proposed monument to Major Powell, for which an appro¬ 
priation of $5,000 has been made by Congress. The point is a 
narrow spur and reaches far out into the canyon. The monument, 
which is likely to be a massive masonry seat fittingly inscribed, will 
show off to better advantage here than on a larger point; the view 
is among the very best, and the location, about 1§ miles west of 
Grand Canyon, is within walking distance. The recommendations 
for a bridle and foot path along the rim connecting the two places 
is made elsewhere in this report. The location of Sentinel Point is 
shown on map, Exhibit 9. 

ADVERTISING SIGNS WITHIN THE MONUMENT. 

On the traveled roads and trails along the rim are three adver¬ 
tising signs in conspicuous places. These are all advertisements of 
Yercamp’s curio store, located under special use permit on the rim 
at Grand Canyon. The location of these is, respectively, on a 
patented mining claim on the Hopi Point road 1J miles northwest 
of Grand Canyon; on an unpatented mining claim at the head of 
Bright Angel trail, and on a similar unpatented mining claim on 
Yavapai Point. The latter is shown in plate 12a. 

The whole question has been under consideration for some time. 
Mr. Vercamp is in business as a private individual and meets sharp 
competition from the Fred Harvey curio store at the adjacent Hopi 
House. The signs, however, are very inharmonious and inappro¬ 
priate in a public park of this sort. Moreover, their use on an un¬ 
patented mining claim is strictly for other than mining purposes, and 
it is believed that with the present movement toward better protec¬ 
tion and administration of the monument, the time has arrived to 
request their removal altogether. 

Recommendations .—It is respectfully recommended that the neces¬ 
sary steps be taken to secure the removal of the three Vercamp adver- 







86 


GRAND CANYON OF ARIZONA. 


tising signs, on the grounds that this sort of public advertising is 
inharmonious and decidedly objectionable in a national monument, 
and secondly, in the case of two of the signs that mining claims are 
being used for other than mining purposes. 

This policy should be maintained in the case of other advertising 
signs which may exist on the national monument. 

USE OF FIREARMS. 

It is very important that the use of firearms be prohibited, if possi¬ 
ble, within the national monument. Large numbers of tourists stroll 
about the forest and along the rim in the vicinity of Grand Canyon 
and Grand View. It is quite common to come across a group of men, 
particularly hired help at the hotels, practicing at targets set up pro¬ 
miscuously in openings in the timber. Incidentally, many small 
mammals and birds, including the squirrel, oriole, robin, vireo, and 
mocking bird are killed. For the safety of the lives of the thousands 
of tourists, the use of firearms should be prohibited. Local sentiment 
among keepers of hotels, notably including Mr. Charles A. Brant, 
manager of El Tovar Hotel, is strongly in favor of this prohibition. 

Recommendation .—It is respectfully recommended that action be 
vigorously pushed toward prohibiting the use of firearms on the 
Grand Canyon National Monument. 

SPECIAL USE OF JOHN G. VERCAMP. 

Mr. John G. Vercamp holds a permit for one-fourth acre of ground 
for a store on the rim of the canyon just east of El Tovar Hotel. The 
place is very conspicuous and crossed by large numbers of tourists 
in strolling along the rim. 

Immediately back of the store a large pile of empty tin cans and 
rubbish has accumulated, and since the distance to the rim is only 
150 feet at this point the affair is very unsightly. The photograph 
in plate 12b shows the condition on June 1. A large heap of firewood 
for stove and fireplace lies scattered about on the side of the store 
toward El Tovar Hotel. 

Recommendations. —(1) It is respectfully recommended that the 
supervisor request the permittee to remove all rubbish from his 
tract, and point out to him the necessity for keeping, the grounds in 
strictly clean and orderly condition. 

(2) In this connection, immediately adjacent to the line of Mr. 
Vercamp’s special use is a small, rough-looking “hogan” or hut 
built of packing-case boards and tin from discarded cans. (See 
pi. 13.) The thing is very unsightly, and it is respectfully recom¬ 
mended that the supervisor take immediate action to ascertain the 
owners and have them remove it, or in case of failure to do so, burn 
it and remove any materials that remain. 

DISTRICT RANGER HEADQUARTERS. 

With the inauguration of the district ranger plan on the Grand 
Canyon division of the forest, a headquarters station will be needed 
at Grand Canyon. This is the most central point and has good com¬ 
munication facilities. 


GRAND CANYON OF ARIZONA. 


87 


A suitable location occurs about one-eighth mile southeast of the 
railroad station on a rise of ground at the margin between an open 
yellow pine and juniper-pinon forest type. Plate 11a and b shows 
two views of the location. The surface is smooth and well drained, 
and the outlook is excellent northward toward the Grand View road. 
No water is available except by purchase from the Santa Fe Railroad, 
which hauls by rail all water used for a distance of about 100 miles. 
Under the present policy the local ranger would be obliged to stand 
this expense for water used for himself and animals. A small pasture 
could be built locally and the large pasture at Rowe well station, 3i 
miles distant would be available. The absence of water is the most 
serious natural drawback. 

Under existing conditions, it is doubtful whether district ranger 
quarters should at present be established. The quarters at Rowe 
well are very satisfactory and the distance is not great. There is 
ample supply of water of excellent quality. Under the new plan one 
additional man would be needed on the force, but his services are not 
needed until larger construction operations are commenced. There 
is an objection to the district ranger’s location so near the center of 
travel, that he would be obliged to give too much time to matters 
of policy at the neglect of patrol and construction work. At the 
present location there is more opportunity for freedom of action. 
The location at Grand Canyon would be convenient for local forest 
officers and those visiting the forest on official business, and the 
establishment of the station should be considered as merely tempor¬ 
arily deferred. 

Improvements .—The necessary improvements for a station head¬ 
quarters would consist of the following: House (log construction), 
barn and corral, wagon shed and outbuildings, pipe line from Santa 
Fe main (one-eighth mile), small pasture, and yard fence. The cost 
of these improvements is estimated at $2,000. 

Recommendation—Land withdrawn .—The proposed location is just 
outside the present boundary of the national monument. Recom¬ 
mendation is elsewhere made for an addition which will include this 
location. It is hoped that this addition will be made without long 
delay. Otherwise the supervisor should be requested to submit a 
report for the withdrawal of 160 acres as an administration site. 

PERMANENT IMPROVEMENTS FOR ROWE WELL RANGER STATION. 

The Rowe well ranger station is the local headquarters of the Forest 
Service for Grand Canyon and vicinity. It is located 3J miles 
southwest of Grand Canyon (post-office), and is on the direct road to 
Dripping Springs and Cataract Canyon, over which a thousand or 
more tourists from all parts of this country and many foreign coun¬ 
tries pass every year. These include a large number of people whose 
reputation and influence is national, and a considerable number of 
world-wide fame. The well, which contains clear, cool water is the 
only one for many miles in all directions, and people commonly stop 
here for water and for test. It is very essential, therefore, from both 
a practical and publicity standpoint that this ranger station be made 
as nearly a model as possible. 

The group of buildings consists of a 3-room log cabin with green- 
stained roof, barn, carriage shed, and shop, with whitewashed sides 


88 


GRAND CANYON OF ARIZONA. 


and green roofs, and minor outbuildings. The space around the 
buildings is entirely open and free alike to range cattle and horses 
and other sources of damage and litter. Of all needed improvements, 
a fenced yard with walks and a driveway are most needed and when 
built would very materially improve the present appearance. A 
plan for the improvement of the ground, including a rustic cedar 
fence, has been prepared and is herewith submitted on the attached 
Exhibits 2 and 3, which show, respectively, the yard plan and a detail 
of the fence construction. 

The plans and specifications were worked out in detail on the 
ground and are given rather fully here, in order to aid the local forest 
officers and economize time later when construction is commenced. 

Fence. 

A simple rustic “cedar ’’ fence will be very appropriate and har¬ 
monious. The surface is smooth and generally level, although the 
soil is shallow. Since the log house is low and broad, the fence should 
not be higher than necessary to turn cattle and horses. 

Specifications .—The fence is to be constructed of natural juniper 
(cedar) throughout, except the 2 by 4 stringers; length, 24 rods. 
There will be twenty 16-foot panels, and four 10-foot panels and 5 
gates. (See attached Exhibit 3.) 

Posts: The posts, except for corners or gates, will be cut 5 feet 2 
inches in length, set 1J feet in ground; this brings the line 3 feet 8 
inches above ground; spaced 16 feet apart. Corner and small gate¬ 
posts to be cut 6^ feet in length, bevel pointed 2 inches high, and set 
1J feet in ground. The posts will project about 9 inches above the 
general level of the pickets. The two main-walk gateposts will be 
cut 12 feet in length, to be set feet deep, and beveled to a 4-inch 
point at the small end. 

Stringers: Two stringers of 2 by 4, No. 2 common; the upper one 
laid on top of the posts, the lower mortised between the posts at 
height of 9 inches above the ground. 

Pickets: “Cedar” limbs cut 4 feet in length; single beveled across 
top and square at bottom; spaced 6 to 9 inches (from center to center) 
depending upon the size, and raised 2 inches off the ground. 

Note. —The small side branches should not be cut closer than 3 
inches from the limb. After the completion of the fence the stubs 
should be trimmed off from the middle and outside of the fence, 
leaving those more or less in the plane of the fence for rustic effect. 

To prevent sagging of the 16-foot panels, a large size stick will be 
used at the middle of each panel, set firmly on a flat stone sunken in 
the soil, and mortised 1 to 2 inches in depth to receive the two 
stringers. 

Gates: A rustic overhead gateway in front of house (a) consist¬ 
ing of two larger posts spaced 44 inches in clear with a’ crossbar 
mortised between posts at a height of 8 feet in the clear. The pickets 
adjacent to the gate on either side should increase regularly in length 
toward the gate to form an upward curve in the outline of the top of 
the fence, ending at a height of 6| feet. Small curved pieces should be 
set across the angles beneath the crossbar for ornamental effect. A 
turnstile set on a post 42 inches high to be in gateway. (See Exhibit 
3.) ( b ) Three gateways, 42 inches in clear, with turnstiles, 40 


GRAND CANYON OF ARIZONA. 


89 


inches in height, (c) One wagon gateway, consisting of an 8-foot 
panel of the regular fencing, set into sockets at each end so as to be 
lifted and removed freely when occasion for use arises. The frame to 
be braced with cross diagonals, and light-weight selected pickets only 
to be used. Material to be ordered: Forty-four pieces, 2 by 4 by 16, 
No. 1 common; 8 pieces, 2 by 4 by 10, No. 1 common. (This allows 
7 pieces 2 by 4 by 16 extra for selections, 8 small braces and wheels 
for turnstiles.) 

Cost: The juniper for posts and pickets is abundant and close at 
hand. Due to shallow soil, more than one-half of the post holes 
will likely require some blasting. 

Following is the estimate of the cost: 


550 feet B. M. lumber, No. 1 common, at $30. $16. 50 

100 pounds nails (12d. and 20d. common)..*. 5. 00 

8 pounds dynamite; fuse and caps... 5. 50 

Team, 2 days, at $3.50... 7. 00 

Tools (drills, hammer, shovels, etc.). 10. 50 

Labor (6ds. at $3 and 15ds. at $2.50).. 55. 50 


100. 00 

This estimate includes material and labor sufficient to complete 
the fence. In addition it is estimated that the ranger will furnish 
supervision and assistance for four days of his time, making a total 
cost of approximately $116. 

WALKS AND DRIVEWAY. 

It will be an easy matter to lay out the walks and driveway. The 
former should be outlined 4 feet in width by rows of suitable stones 
which can be gathered in the vicinity, although they do not occur in 
abundance. To complete the walk and provide for good walking 
in wet weather the coating of gravel of broken stone from a nearby 
rock dump 3 to 5 inches in depth should be added. Two men and a 
team can do a thoroughly good job and complete this in two days. 
An allotment of $14 will be required, consisting of $7 for a team 
two days and $7 for labor two and one half days. Two days of ranger 
labor will be used. 

The driveway requires only the cutting of one or two small trees 
and some sagebrush. A small patch should be cleared in front of 
the yard to provide for a circular turn for teams, and a hitching post 
and bar for saddle animals placed north of the main-walk gate. 

General directions .—To locate the fence line, lay off the east line 
50 feet from and parallel to the front of the log house (not the veranda). 
Locate the front gate in line with the road approaching from the 
southeast. From this the line can be run, with compass and tape, 
by reference to the accompanying map. The number and location 
of posts is shown on the accompanying map. The wheel of all the 
turnstiles, but particularly that in the front gate, should preferably 
be of round juniper rather than sawed timber. 

With the exception of 50-foot panels all panels are 16 feet in 
length. 

Summary of cost. 

Yard fence. 

Walks and driveway 

130 

The total is $128, exclusive of six days of ranger labor. 


$116 

14 











90 


GRAND CANYON OF ARIZONA. 


CAMPING GROUND AND SPECIAL-USE RESIDENCE PERMITS. 

There has been very little request for camping ground in the 
national monument up to the present time. The cause is chiefly the 
great scarcity of water, and, secondly, the high cost of food and for¬ 
age. In the vicinity of Grand Canyon the only permanent water is 
at Rowe well, 3J miles distant on an unpatented mill site; a pool of 
stagnant water 4 miles down the wash by the railroad is nearly per¬ 
manent and fit only for stock. The railroad refuse altogether to sell 
water to the general public. Until some new solution of the water 
problem is reached, the demand for camp grounds is unlikely to 
increase. 

The most suitable natural location for camping ground in the 
vicinity of Grand Canyon is to the east and south of the railroad 
station; also, to the east of the site recommended for district ranger 
headquarters. The location is less than one-fourth mile south of the 
rim, from which it is separated by the Grand View road and a ridge 
covered with pinon and juniper. The site is a low, well-drained 
ridge, very broad and similar to that shown in plate 11. Another 
location is about one-fourth mile west of the railroad terminus, near 
the fork of the road to Hopi Point. Near by is a surface rain tank 
which holds water in the midsummer rainy season, but it is hardly 
safe to use it for drinking purposes. 

Residence 'permits .—For the sake of preserving unimpaired the 
natural scenery, no residence permits along the rim should under any 
circumstance be approved. Under certain regulations of location, 
residence permits should be moderately encouraged. The danger of 
an increase in the number of applications is small on account of the 
scarcity of water. The same policy of location as in camp grounds 
should be followed here. 

Policy .—It should be the policy of the Forest Service to-grant 
camping and residence privileges at a few places in the vicinity of 
but not on the rim. Camps should not be in sight from the hotels, 
or located within 200 feet of the rim. Furthermore, camps should 
be restricted from the region in the vicinity of hotels, at least 300 to 
500 yards distant. 

Recommendation .—That applicants for camps and cottage resi¬ 
dences be approved for two locations as follows: West of the fork of 
the Hopi Point and Rowe well roads and one-fourth mile east of the 
railway station terminal. 

EXHIBITION FOREST PLANTATIONS. 

About 2 miles east of El Tovar, on both sides of the road to Grand 
View, is a large recent burn, which is not restocking. This is in some 
respects an excellent location for establishing an exhibit plantation. 
Many hundreds of people from this and other countries pass the place 
every year on their way to Grand Canyon. 

Both the open yellow pine and pinon juniper type are represented. 
Although the soil depth and moisture are somewhat unfavorable in 
character, planting is feasible and with due care the operation should 
be successful. Midsummer and especially late fall will probably be 
more successful than spring planting. Experimental areas of 6 
acres each should be laid off in each the yellow pine and pinon types 


GRAND CANYON OF ARIZONA. 


91 


and the two species should be used in the respective tracts. Square 
tracts instead of the strips should here be used in order to better 
conform to the purpose of exhibition. One acre should each be 
planted, spacing 5 by 5 feet, during the rainy season and fall of 1909 
and continued at this season during 1910 and 1911. 

In case the experiment proves successful, the plantation could 
to very good effect be described on appropriate road sign boards 
setting forth the date and species used. The place is almost ideal for 
exhibiting the work of the reforestation of denuded public timber 
lands, except for natural unfavorable conditions, and every effort 
should be made to establish a plantation. 

Yellow 'pine (pi. 9a).—On north side road in second burned area 
crossing the road going from El Tovar eastward. (This is approxi¬ 
mately three-fourths of a mile beyond the branch road leading to 
Yavapai Point). Fence tract 40 rods along the road by 20 rods deep, 
containing approximately 5 acres. The cost of the wire will be about 
$16 and ranger labor about $30. 

Pinon (pi. 9b).—The ground just east of the northeast corner of the 
Santa Fe Land Improvement Company's special use pasture is most 
suitable for a pinon plantation. An area of 5 acres, 40 rods along the 
road by 20.rods deep, should be fenced, using the present pasture 
fence on the west boundary. The wire will cost about $16 and the 
ranger labor about $30. 

Recommendation .—It is respectfully recommended that two experi¬ 
mental plots of 5 acres be fenced and planted with western yellow 
pine (or Jeffrey pine) and pinon, respectively. The problem of suc¬ 
cessful forest planting is particularly broad, as it bears directly 
on the improvement of scenic roadways. 

RAILROADS WITHIN THE NATIONAL MONUMENT. 

Recommendation is made elsewhere to include within the national 
monument certain areas lying south of Grand Canyon and including 
a small portion of the Grand Canyon Railroad (Santa Fe system). 
The region is in particular need of protection against fire and various 
forms of exploitation for private gam. No attempt will be made here 
to discuss in detail the two pending projects for railroads within the 
present boundaries of the national monument between Grand Canyon 
and Grand View, viz., the Canyon Copper Company and the Grand 
Canyon Scenic Railway Company. 

It is of the utmost importance in all considerations to keep in view 
the fact that the national monument holds doubtless the greatest 
masterpiece of world sculpture, and as such it is the duty of the 
Federal Government to maintain and protect it against all forms of 
private enterprise which would in any degree interfere with the gen¬ 
eral use and benefit of the public at large. 

Railroads entering the monument from the outside and taking a 
direct course to the rim for a terminus may be of very great benefit 
to the public at large. Doubtless, at some future time the canyon 
will be reached thus from the north. If connection by rail is made 
at all from point to point along the rim, it should be had wholly 
outside the boundaries of the monument. This could hardly entail 
hardship, for at best it includes only a narrow margin along the rim 
of the canyon. The scenery at all points along the rim is impressive, 


92 


GRAND CANYON OF ARIZONA. 


and holds rare possibilities of development. But all development 
should be of such a character as to give the benefit to the greatest 
possible number of people. This can be accomplished only by pro¬ 
viding public driveways, and bridle and foot paths, open freely to 
horse-drawn vehicles, equestrians, and pedestrians. 

The topography along the rim is generally very smooth and favor¬ 
able to the construction of all forms of roads and trails. Likewise, 
travel by whatever means may be accomplished with easy loco¬ 
motion. This situation favors development for the slower and more 
common modes of travel. The points of interest are not separated 
by wide stretches of intervening country, but succeed one another 
at close intervals all along the rim. This bears directly upon the 
question of the character of the means of travel, as discussed in the 
foregoing paragraphs. 

Recommendations. —It is respectfully recommended that, on account 
of the character of the topography and rare opportunities for scenic 
development favorable to pedestrians, equestrians, and horse-drawn 
conveyances, any and all development along the rim be made along 
those specific lines for the benefit of the public at large rather than in 
the interest of any individual or commercial enterprise. 

Further, that in case of railroads wishing to reach the rim of the 
canyon the question be considered in the most thoroughgoing manner, 
and so far as possible in the light of the restrictions that would obtain 
if this were made a national monument. 

W. R. Mattoon, 

Forest Examiner. 

Approved July 6, 1909. 

A. B. Recknagel, 

Acting Chief of Silviculture. 

Approved, July 6, 1909. 

Arthur C. Ringland, 

District Forester. 

Exhibit B. 

PROBABLE COST OF RAILROAD. 

City of Washington, District of Columbia , ss: 

Personally appeared before me A. W. Oppmann, who being first duly sworn, on oath 
deposes and says: That he is the president of the Grand Canyon Scenic Railway; that 
prior to the survey of the road the estimated cost of construction was $502,000, being 
$150,000 for the tunnel line, $291,000 for the rim road, and $61,000 for the Indian 
Garden line. 

But since survey has been executed and the difficulties in the way of construction 
have been better realized, the chief engineer estimates the probable cost of the road 
to be as follows: Rim road, including excavations, roadbed, rails, etc., $416,000; the 
equipment of rim road, motors, trails, etc., $112,000; tunnel road, including excava¬ 
tions, cars, rails, and fills, $245,000; Indian Garden road, including excavations, 
motors, rails, etc., $89,000; total, $862,000. 

That the company has sufficient finances to build this road and also to take care of 
any additional expenditures that may run beyond the present estimate. The few 
men interested are men of ability, financial standing, and wealth.' As to these facts 
affiant can refer to any bank or trust company in either Cleveland, Ohio, or Kansas 
City, Mo. 

Further affiant saith not. 

A. W. Oppmann. 

Subscribed and sworn to before me this 10th day of June, 1910. 

[seal.] L. M. Hopkins, 

Notary Public. 


GRAND CANYON OF ARIZONA. 


93 


City of Washington, District of Columbia, ss: 

EXPENSES TO DATE. 

Personally appeared before me A. W. Oppmann, who being duly sworn, on oath 
deposes and says: That he is the president of the Grand Canyon Scenic Railway Com¬ 
pany and as such is fully acquainted with all of the expenditures made by said com¬ 
pany; that for the survey made during the summer and fall of 1907, including field¬ 
work, office work, equipment, supplies, freight charges, etc., there was a total expen¬ 
diture of $5,200. Affiant can not itemize this at the present time because he has not 
all of the vouchers and books here but he does file a part of the vouchers showing many 
of the expenditures and also some vouchers showing expenditures of more than $100 
in June and July, 1906. 

Affiant further states that additional expenditures made by said company doing the 
necessary work of said company are as follows: During the year 1906, trip to Wash¬ 
ington, April 30, $50; trip to Washington, October 1, $100; trip of president and Cleve¬ 
land attorney in November to Grand Canyon, $471; during the year 1907 expenses 
of incorporation, $92.50; trip to Grand Canyon, $260; incidental expenses, including 
telephone, telegraph messages, berths, hotel expenses, etc., $204.25; total during 1906 
and 1907, $1,187.45. 

That during 1908 the following sums were expended: Trip to Washington, January 
4, $80; trip to Phoenix, Ariz., to present maps, February 7, $167; fee to Washington 
attorney, March 7, $100; trip to Phoenix March 9 of president and secretary, $800; 
fee to Phoenix attorney, March 9, $100; trip of president and secretary to Washington, 
March 7, $155; Western Union Company, March 10, $12.08; trip to Washington, April, 
including tickets, berth, hotel, etc. $183.86; April 18, amount paid Vernon L. Clark 
for expenses in Arizona, $50. 

During 1909, trip to Phoenix, Ariz., made in February, $150; April 13, amount paid 
attorney in Cleveland, $100; June 28, trip to Washington, D. C., $140. 

That in addition to the above expenses, affiant and other officers of the company have 
expended money for necessary expenses in Washington, D. C., attending hearings 
before the Interior Department, Forestry Service, and the Secretary of Agriculture, 
amounting in all to some $1,2Q0. That the total expenditures in addition to the expense 
of survey, namely, $5,200, have been $4,528.11. 

That as to a large portion of these expenses affiant has a memorandum. He is posi¬ 
tive that the above amounts have been expended; that they have all been legitimate 
expenses in necessary work performed on behalf of said company. 

Further affiant sayeth not. 

A. W. Oppmann. 

Subscribed to and sworn before me this 10th day of June, 1910. 

[seal.] L. M. Hopkins, Notary Public. 


Statement of account of Ira G. Hedrick (Grand Canyon Scenic Railway Company) with 
Joseph J. Heim , Kansas City, Mo. 


Date. 

Items. 

Debit. 

Credit. 

May 13-18. 

F. H. Pratt, salary. 


$11.10 

Do. 

Salary and expenses of E. E. Howard.. 


35.84 

June 7-13. 

Photographs. 


7.00 

May 13-18. 

Expenses I. G. Hedrick, hotel, etc., at Grand Canyon. 


21.00 

Mav 16-18. 

Sleeper, Williams to Kansas City for three. 


27.00 

Do. 

Meals en route for three. 


16.75 

May 13-15. 

.do. 


4. 50 

May 16. 

By cash from J. J. Heim... 

$30.00 



Balance due... 

93.19 




123.19 

123.19 


Received payment. 


Kansas City, Mo., June 7, 1906. 

Waddell & Hedrick (Grand Canyon photos), bought of Photographic and View Company, 
Brandenburgh & Lyle, 610 Main street, 606A New Ridge Building. 


To 18/18 enlargement map 


$4. 00 































94 


GRAND CANYON OF ARIZONA. 


Kansas City, Mo., June 13, 1906. 

Waddell & Hedrick (Grand Canyon photos), bought of Photographic and View Company, 
Brandenburgh & Lyle, 610 Main street. 

To 18 x 18 map. $3. 00 


with Ira G. Hedrick, Kansas City, Mo. 

Credit. 

Sept. 7. 13 pounds beef, at 12£ cents. $1. 65 

11. 5 gallons kerosene oil. 1-85 

14. 1 package oatmeal. -40 

3 packages matches. .25 

2 pounds coffee. .50 

15. 15 pounds sugar. 1. 05 

11£ pounds bacon.. 2. 50 

5 pounds corn meal. .30 

16. 20 pounds potatoes..... .80 

12 cans evaporated cream. 1. 50 

2 bars laundry soap. .10 

20. 20 pounds potatoes. .80 

50 pounds flour. 2. 50 

6 cans milk. .75 

2 cakes laundry soap. .10 

5 pounds sugar. .40 

14 pounds bacon. 3.10 

5 pounds butter... 1. 75 

12 pounds beef.*. 1. 50 

26. 5 pounds potatoes. .20 

2 pounds sugar. .15 

1 pound coffee. .25 

1 package oatmeal. .20 

2 pounds sugar. .15 

2 cans milk. .25 

8 pounds bacon. 1. 75 

3 bottles catsup. .50 

5 pounds raisins. .75 

27. 5 pounds corn meal. .30 

4 pounds coffee. 1. 00 

50 pounds Irish potatoes. 2. 00 

29. 50 pounds Irish potatoes. 2. 00 

Oct. 5. 6 cans milk. .75 

3 pounds coffee. .75 

20 pounds brown beans. 1.10 

120 pounds potatoes. 4. 80 

3 packages matches. .25 

5 pounds oatmeal. .40 

2 pounds coffee. .50 


a 39. 85 


1907. 

Aug. 1. Groceries. 105. 30 

Hardware. 33.45 

Sept. —. Groceries. 92. 64 

Fresh meat. 22. 60 

Hardware. 23. 72 

Groceries. 48. 62 

Fresh meat. 27.10 

Hardware. 2. 44 


& 355. 87 


° Bought of Holmes Supply Company, Grand Canyon, Ariz. 
& Bought of Babbitt Brothers’ Company, Williams, Ariz. 


























































GRAND CANYON OF ARIZONA. 95 

Credit. 

Aug. 1 . Express charges on fresh meat from Williams. $ 0 . 35 

Freight on 1 cook stove from Williams. .41 

2 . Freight charges on groceries from Williams. 4. 61 

3. Express charges on drafting table from Williams to Grand Canyon 2 . 00 
Freight on lumber for dining table from Williams to Grand 

Canyon.,.. .75 

5. Express charges on fresh meat and groceries, Williams to Grand 

Canyon. 1.00 

8 . Express charges on cooking utensils, hardware, wire cot, sack 

potatoes, 2 pairs shoes. 2 . 60 

9. 1 package from Williams, express charges. .45 

10 . Freight charges on 1 sack potatoes, 1 sack hams, from Williams. . 48 

12. Freight charges on box of groceries, 1 sack tinware, 2 sacks of 

barley. .70 

Express charges on 1 10-pound package from Williams. .45 

20. Freight on 2 sacks flour, 5 boxes canned goods, 1 sack bacon, 1 

box groceries. 1 . 50 

27. Freight charges on 1 box crackers, 1 box groceries, 1 sack grocer¬ 
ies, 1 box evaporated apples, 100 pounds sugar (4 sacks), 200 

pounds flour, from Williams. 1. 70 

27. Express charges on 1 sack of fresh meat from Williams, Ariz., to 

Grand Canyon. .35 

Sept. 4. Express charges on 1 box groceries from Williams to Grand 

Canyon. 1. 85 

Express charges on 1 sack meat and half case eggs from Wil¬ 
liams to Grand Canyon. .70 

11. Express charges on fresh meat from Williams, Ariz., to Grand 

Canyon.„. .40 

Express charges on 1 box groceries, 1 box prunes, 1 case peaches 

from.Williams to Grand Canyon, Ariz. .53 

July 29. Excess baggage on 500 pounds tents and fixtures from Kansas 

City to Grand Canyon, Ariz. 31. 25 

Aug. 1 . Lumber for dining table. 2.75 

1 drafting table.. 6 . 00 

Purchase of 1 second-hand cook stove. 6 . 00 

23. 1£ days’ board for Lever party at Grand View Hotel. 7. 50 

Stage fare for waterman from Anvil Rock to Grand View and 
return.* 3.00 

10. Stage fare to El Tovar Hotel. 1. 50 

21 . Stage fare for 2 from Thor Hammers to Grand Canyon. 3. 00 

15. Freighting box groceries from Grand Canyon to camp near Long 

Jim Canyon. .25 

19. Freighting 2 sacks barley from Grand Canyon to camp near Long 

Jim Canyon. .80 

23. Purchase of 105 gallons of water from Grand View Hotel. 5. 00 

31. Hire of one 2 -horse team from El Tovar Hotel for moving camp 

10 miles east from Grand Canyon. 16. 00 

Purchase of lumber from J. M. Miller for camp purposes. 2. 00 

Water purchased of the Santa Fe Railway Co. during August, 

1907. 2.00 

Sept. 8 . Pullman fare for Howard Paret, topographer, from Williams to 

Kansas City, Mo. 4. 50 

11 . One brass plumbob bought of the Engineers and Architects’ Sup¬ 

ply Co. for use of rear chainman. .65 

Oct. 2 . One day’s board for 2 taking topography near Grand View Hotel. 6 . 00 

Sept. 28. Hire saddle horse and use of trail for one day... 3. 50 

Oct. 9. Refund of fare paid by Andrew Shumway, axman, from Wil¬ 
liams to Grand Canyon, Ariz. 3. 50 

Amount paid to Sanford Rowe for furnishing and hauling water 

during September and October, 1907. 65. 00 

Refund of fare paid by R. W. Pierce from Prescott to Williams. 6 . 75 

Return fare to Williams for Pedro Yanes, stake man. 3. 50 

Return fare to Williams for George Cornell, rear chainman. 3. 50 


183. 95 


9. 00 


11. Sleeping-car fare Williams to Kansas City 













































96 


GRAND CANYON OF ARIZONA. 


ITEMS FOR WHICH RECEIPTS WERE NOT OBTAINABLE. 

Credit. 

July 29. 4 round-trip tickets, Kansas City to Williams. $220. 00 

Sleeping-car fare for 4, Kansas City to Williams. 18. 00 

Dinner for 2, Kansas City.. .70 

Supper for 4 at Newton. 3. 00 

30. Breakfast for 4 at Lamar. 1. 20 

Dinner for 4 at La Junta. .90 

Supper for. 4 at Las Vegas. 3. 00 

31. Breakfast for 4 on train. .60 

Dinner for 4 at Gallup. 3. 00 

Supper for 4 at Williams. 1. 40 

Lodging for 4 at Williams.*.. 2. 00 

Aug. 1. Breakfast for 4 at Williams. 1.00 

Dinner for 4 at Williams. 1. 25 

Supper for 4 at Williams. 1. 05 

Lodging for 4 at Williams. 2. 50 

One teakettle at Williams. 1. 50 

2. Breakfast for 4 at Williams. 1. 00 

Tickets for 6 men, Williams to Grand Canyon. 22. 80 

Dinner for 10 men, Bright Angel. 4. 65 

Express on level rods, transit rods, and tripods. 8. 58 

3. Dinner and horse feed, Grand View. 1. 25 

Saddle horse, El Tovar. 4. 00 

4. Telegram to Williams.•. .55 

9. Fare to Williams, and return, to get men. 6. 50 

Fare for 5 men, Williams to Grand Canyon. 19. 00 

9. Dinner for two men, Williams. .75 

Medicine for camp. .50 

Fare for man to Grand View to get water kegs. 1. 50 

14. Fare for myself from camp to El Tovar (summoned by Santa Fe 

detective to move camp). 1. 50 

Supper and lodging, Bright Angel... 1. 40 

16. Two water kegs brought from Captain Hanes... 5. 00 

Sept. 1. Dinner at El Tovar. 1. 00 

2. Ticket to Williams and return, to get cook. 6. 50 

Dinner, supper, and lodging at Williams. 2. 00 

Twine and sail needles to make stake bag. .25 

3. Ticket for cook to Grand Canyon. 3. 80 

August 28 to September 1. Bread bought at the El Tovar. 1.10 

Sept. 3. Breakfast at Williams... .35 

4. Moving camp, dinner and supper for two (2). 2. 00 

Moving camp, breakfast for 2. 1. 00 

Paid stage driver for carrying packages to and from camp. 2. 00 

Lunch for man waiting for balance of outfit while moving camp.. .25 

22. Telegram to Kansas City.. .60 

Telegram to axeman at Williams. .25 

26. Express on provisions from Williams. .40 

Oct. 9. Supper and lodging, Bright Angel. 1.50 

10. Breakfast and supper, Bright Angel. 1. 35 

9. Telegram to Kansas City. .60 

10. Lodging, Williams, Ariz. .50 

11 . Breakfast, dinner, supper and lodging, Williams. 1. 60 

12. Breakfast, Williams, Ariz. .25 

Dinner on diner. .75 

Supper on diner. .75 

13. Breakfast, dinner and supper on diner. 2. 25 

Lodging, Kansas City. 1. 00 

14. Breakfast, dinner, supper, and lodging, Kansas City. 1. 25 

15. Breakfast, dinner supper, and lodging, Kansas City. 1. 25 

16. Breakfast, dinner, supper, and lodging, Kansas City. 1. 25 

17. Breakfast, dinner, supper, and lodging, Kansas City. 1. 25 

18. Breakfast, dinner, supper, and lodging, Kansas City. 1. 25 


Total. 378. 38 































































GRAND CANYON OF ARIZONA. 


97 


Pay roll Grand Canon Scenic Railway Construction Company , engineering department , 

for services rendered as described below. 

MONTH OF AUGUST, 1907. 


Name. 

Occupation. 

Time. 

Rate. 

Amount. 

De¬ 

duc¬ 

tions. 

Amount 

payable. 

Mos. 

Days. 

R. P. Parker. 

Locating engineer. 

1 


$150 00 

$150 00 


«i nn 

Aily Hedrick. 

TransitmanT. 

1 


90.00 

90 00 


on nn 

Howard Paret. 

Topographer. 

•1 


75.00 

75 oo 


7 ^ on 

Fred Strockbien. 

Level rod. 

1 


55. 00 

55 00 


55 00 

T. H. Harron. 

Head chain. 

1 


55.00 

55 00 


55 00 

Tom Jones. 

Axman. 


3 

1 60 

4 80 

a$3.80 

i nn 

Geo. Cornell. 

Back flag. 

30 


35 00 

33 87 

R7 

Harry Ferry. 

Burro driver. 

49 


30. 00 

23 71 


9*3 71 

Sam Williams. 

Cook. 

l 62 


50 00 

50 00 


nn 

Joe Black. 

Axman. 


3.2 

1 50 

4 80 

a 3.80 

i nn 

T. J. Malearn. 



8 

1.25 

10 00 

in nn 

Leo Phillips. 



26 

1.00 

26 00 


2 fi on 

Andrew Shumway. 


7 


30.00 

6 . 75 


6 75 

Bill Sutherland.. 



14 

2.00 

28 00 


28.00 

Alec. Smith. 



1 

1.50 

1.50 

b l 50 

Fred B utterly. 



1 Q 

2.00 

3.80 

a 3.80 


Pedro Ganes. 

Stakeman. 


23 

1.00 

23.00 

23 00 

Robt. W. Pierce. 

Head chain. 

6 


55.00 

10.64 


10 64 

Total. 






638.97 









a Fare Williams to Grand Canon. 
& One comforter. 


MONTH OF SEPTEMBER, 1907. 


R. P. Parker. 
Howard Paret.. 
Robt. W. Pierce. 
Fred Strackbein. 
T. H. Harron_ 


Locating engineer. 1 

Topographer. |g 

Head chainman. 1 

Levelman. 1 

Level, rod, and assistant with 1 

transit. 


$150.00 

75.00 

55.00 

75.00 

65.00 


$150.00 

25.00 

55.00 

75.00 

65.00 


$150.00 

25.00 

55.00 

75.00 

65.00 


Geo. Cornell. 

Bill Sutherland.... 

Pedro Ganes. 

Lee Woo. 

J. F. Dunphy. 

Andrew Shumway. 


Rear chain 
Axman.... 
Stakeman. 

Cook. 

Axman.... 
_do.. 



40.00 

2.00 

35.00 

75.00 

1.50 

2.00 


40.00 

36.00 

35.00 

68.71 

13.50 

12.00 


40.00 

36.00 

35.00 

68.71 

13.50 

12.00 


Total 


575.21 


MONTH OF OCTOBER, 1907. 


R P. Parker . 

Locating engineer. 

18 

TJT 

M 

ST 

ST 

A 

a 

ST 


$150.00 
75.00 
65.00 

55.00 

40.00 

75.00 

2.00 

35.00 

$87.10 
29.03 
25.16 

15.96 


$87.10 
29.03 
25.16 

15.96 

10.32 

19.35 

14.00 

9.03 

Fred Strackbein. . 

Levelman. 



T. H. Harron. 

Level, rod, and assistant with 
transit. 

Head chain. 



Robt. W_ Pierce. 



Den Cornell 

Rear chain. 



Wno !,ee . 

Cook. 


19.35 

14.00 

9.03 


Andrew Shumway.... 

Axman. 

7 


Pedro Ganes 

Stakeman. 

8 

3T 


Total . 









209.95 









Correct: 


R. P. Parker, 

Locating Engineer. 


SUMMARY. 

Groceries bought of Holmes Supply Company.. 

Cash received July 29, 1907... 

Groceries, etc., bought of Babbitt Brothers Company. 

Account instrument retained by Parker (personal)... 

Express and freight charges on groceries, etc., from Williams to 
Grand Canyon, Ariz. 


Debit. 


$550.00 
” 8 ." 20 


Credit. 

$39. 85 

355. 87 

20. 83 


47845—10-7 



















































































































































































98 


GRAND CANYON OF ARIZONA. 


Debits. Credit. 


Miscellaneous items, sheets Nos. 5, 6, and 7. $183. 95 

Sleeping car from Williams to Kansas City. 9. 00 

Advanced by J. G. H. to Arly Hedrick, account salary. $59. 05 

Items for which receipts were not obtainable, sheets Nos. 8, 9, and 

10 . 378. 38 

Cash received, September 8, 1907. 700. 00 

Pay roll for August, 1907, sheet No. 11. 638. 97 

4- L. Hedrick, expenses home. 21.10 

Pay roll for September, 1907, sheet No. 12. 575. 21 

September 8, to sale of groceries left over. 11. 60 

Pay roll for October, 1907, sheet No. 13. 209. 95 


Balance. 

Received payment in full October 26, 1907. 


1, 328. 85 2, 433.11 
1,104. 26 

R. P. Parker. 


Statement of account of Arley L. Hedrick, on Grand Canyon survey, with Waddell & 

Hedrick, Kansas City, Mo. 


Date. 

Items. 

Debit. 

Credit. 

August 1-3. 


$90.00 
4.00 
10.50 
6.60 


August 31. 

El Tovar.... 


September 1. 

Sleeper from Grand Canyon to Kansas City. 



6 meals. 


Cash received. 

$52.05 
59.05 



111.10 

52.05 

59.05 

111.10 


Received payment. 


[Consignee’s receipt.] 


Arly L. Hedrick. 


910 Main Street, Kansas City, Mo., October 14, 1907. 
Ira Hedrick to Wells Fargo & Co, Express, Dr. 


Our charges on 1 box from Grand Canyon, weight 60 pounds. $6. 00 

Our charges on 2 bales from Grand Canyon, weight 45 pounds. 4. 75 


Received payment. 


[Consignee’s receipt.] 


10. 75 

S. J. Peterson, 

General Agent. 


October 8 , 1907. 

Ira G. Hedrick to Wells Fargo & Co. Express, Dr. 


Our charges on 1 package from Grand Canyon, Ariz., weight 2 pounds.$0. 35 


.35 

Received payment. 

H. E. Bailey, Agent. 

Chg. Grand Canyon. Cr. off Ex. (field) 10-5-07. 


Kansas City, Mo., October 3, 1907, 

Ira G. Hedrick, 309 Keith and Perry Building, to Wells Fargo & Company Express, Dr 
For charges prepaid on the following shipments. 

1 pk. cy. 700.00; consignee, R. P. Parker; destination, Grand Canyon, Ariz.; 
charges, $1.50. - * ’ 






































GRAND CANYON OF ARIZONA. 


99 


Kansas City, Mo., September 16, 1907. 
Expenses of Ira G. Hedrick out of cash account Grand Canyon surveys. 


Aug. 1, 1907. Railroad fare I. G. H., K. C. to Grand Canyon and return.$55. 00 

Railroad fare Atty. L. Hedina, K. C. to Grand Canyon and 

return . 55.00 

Pullman fare I. G. H., K. C. to Grand Canyon and return. 21. 00 

Pullman fare A. L. H., K. C. to Grand Canyon and return. 21. 00 

Aug. 3 to 6, inclusive. Hotel Grand Canyon, I. G. H., Grand Canyon and 

return. 20. 00 

Hotel Grand Canyon, A. L. H. 8.00 

Aug. 1 to 9. Meals en route Grand Canyon and return, I. G. H. and A. L. H. 

to G. C. only. 18. 00 

Incidentals. 10. 00 


„ ., , . 208.00 

Paid architects and Eng. Sup. 120. 80 

Charge to account Grand Canyon Scenic Railway Company. 

Received payment September 16, 1907. 


Ira G. Hedrick. 


I. G. Hedrick. 


Santa Fe. 

Kansas City, Mo., February 2, 1908. 


Dear Sir: I am in a position to refund you $2 if you will send me paid freight 
bill 4785, dated November 5, covering shipment of 5 bundles tents, 2 boxes cooking 
utensils, and 4 bundles tent poles from Williams, Ariz., on which you paid me $20.40 
charges, November 12. 

Yours, truly, D. S. Farley, Agent, 

per B. 


Ira G. Hedrick, Consulting Engineer, 

Kansas City, Mo., February 4, 1908. 

D. S. Farley, Esq., 

Agent Santa Fe, Kansas City, Mo. 

Dear Sir: In accordance with your request of the 2d inst., I am inclosing here¬ 
with freight bill No. 4785, dated November 5, 1907, covering 5 bundles tents, 2 
boxes cooking utensils, and 4 bundles tent poles shipped from Williams, Ariz., and 
on which I paid $20.40 November 20, 1907. 

Thanking you in advance for the $2 refund which you state is coming to me, and 
hoping you will send same shortly, I am, 

Yours, very truly, 

Ira G. Hedrick. 


[Freight hill.] 

Ira G. Hendrick to the Atchison, Topeka <$c Santa Fe Bailway Co., Dr. 

Waybill: Date, October 19; number and series, F 39. Car, initials, AT; number, 
26774. From Williams, Ariz. Original point shipment and consignor, Grd. Canton 
WB F 47 10, 10. 


For freight and charges on— 

Weight. 

Rate. 

Freight. 

Ad¬ 

vances. 

Total. 

5 bundles tent. 

400 

$3.42 

$13.68 

$1.84 


2 boxes cooking utensils... 

100 

2. 00 

2.00 


4 bundles tent poles. 

100 

2.50 

2.50 

.38 





500 


18.18 

2.22 

$20. 40 




Refunded $2.00. D. S. Farley, Agt. B. 2-14-08. 

Received payment, November 12, 1907, Kansas City station. 

D. S. Farley, Agent. 































100 


GRAND CANYON OF ABIZONA. 


Grand Canon, Ariz., October 9, 1907. 

Received from R. P. Parker eighty-five and T %V dollars, in full for services rendered 
as hind chain and back flag during August, September, and October, 1907. 

$85.31. 

Geo. Cornell. 


Grand Canon, Ariz., October 9, 1907. 

Received from R. P. Parker twenty-six dollars, in full for services as axman during 
September and October. 

$26. Andrew Shumway. 

Grand Canon, Ariz., October 9, 1907. 

Received from R. P. Parker eighty-one and dollars, in full for services rendered 
as head chain man during August, September, and October, 1907. 

$81.60. 

Robert W. Penel. 


Grand Canon, Ariz., October 9, 1907. 

Received from R. P. Parker, sixty-seven and tVf dollars, in full for services as stake 
man during August, September, and October, 1907. 

$67.03. ' Pedro Yanez. 


Grand Canon, Ariz., October 8, 1907. 

Received from R. P. Parker eighty-eight and tW dollars, in full for services as cook 
during September and October, 1907. 

$88.10. Woo Lee. 


Witness: 

T. H. Harrod. 


Grand Canyon, Ariz., August 7, 1907. 

Received of R. P. Parker six and T 0 ^ dollars, in full for services as axman during 
August, 1907. 

$6.00. Leo Phillips. 


Grand Canyon, Ariz., August 8, 1907. 

Received of R. P. Parker ten and x 0 7 ° 7 dollars in full payment for services as chain- 
man during August, 1907. 

$10.00. T. J. Malcom. 

Grand Canyon, Ariz., August 9 , 1907. 

Received of R. P. Parker six and dollars in full payment for services as axman 
during August, 1907. 

$6.75. Andrew Schumway. 


Grand Canyon, Ariz., August 26,. 1907. 
Received of R. P. Parker twenty-three and dollars in full payment for services 
as axman and burro driver during August, 1907. 

$23.71. H. E. Ferry. 


Grand Canyon, Ariz., August 30, 1907. 
Received of R. P. Parker twenty and T 0 ^ dollars in full payment for services as 
chainman from August 15 to August 30, 1907, inclusive. 

$20.00. Leo Phillips. 


Grand Canyon, Ariz., August 31, 1907. 
Received of R. P. Parker fifty-two and x °<^ dollars cash, etc., in part payment for 
services rendered as transitman during month of August, 1907. 

$52.05. Arly L. Hedrick. 


Ira G. Hedrick, 
Consulting Engineer, 
Grand Canyon, Ariz., September 3, 1907. 
Received of R. P. Parker fifty dollars ($50) in full for services as cook from August 
3 to September 3, 1907. 


Sam Williams. 


GRAND CANYON OF ARIZONA. 


101 


[Copy correspondence Waddell & Hedrick.] 


Grand Canyon, Ariz., September 12, 1907. 
Received of R. P. Parker $13.50 in full, for services as axeman from September 2 
to September 11, 1907. 


J. F. Dunphy. 


4003. Receipt for U. S. postal money order, to be given by issuing postmaster to 
the purchaser, who will retain same and present it at office ($20.60) of issue if neces¬ 
sary to make inquiry regarding the order. Dated stamp of issuing office, Grand 
Canyon, Ariz., October 10, 1907. M. O. B. 

Grand Canyon, Ariz., September 25, 1907. 

Received of R. P. Parker the sum of forty-three dollars and forty cents ($43.40), 
in part payment for services rendered as axeman from August 17 to September 21, 
1907, at $2 per day. 

Oscar W. Sutherland. 

Attached to receipt: 

Note paid bal. ($20.60), by money order attached. 

Received of R. P. Parker ninety-three dollars and sixty-five cents ($93.65) in part 
payment for services rendered as level rodman and levelman during August, Sep¬ 
tember, and October, 1907. 

F. J. Strackbein. 


Hotel Savoy, 

Kansas City, Mo., October 19, 1907. 

Received of R. P. Parker ninety dollars ($90.00) in full for services rendered as head 
• chainman and assistant with transit during the months of September and October, 
1907. 

Thos. H. Harrod. 

Grand Canyon, Ariz., September 10, 1907. 
Received of R. P. Parker fifty-five dollars ($55.00) in full for services rendered as 
head chainman during the month of August, 1907. 

Thos. H. Harrod. 

Statement of account of Ira G. Hedriclc, on Grand Canyon survey, with Waddell & 

Hedrick, Kansas City, Mo. 


Aug. 1-31.. $90.00 

Aug. 31. El Tovar. 4.00 

Sept. 1. Sleeper from Grand Canyon to Kansas City. 10. 50 

6 meals. 6. 60 


111 . 10 

Cash received. 52.05 


Balance due. 59.05 


Received payment. 

Ira G. Hedrick. 
Hotel Savoy, 

Kansas City, Mo., October 26, 1907. 

Received of R. P. Parker sixty-five dollars and thirty-eight cents ($65.38), in full 
to date for services rendered during September and October, 1907. 

F. J. Strackhein. 


Wm. H. Paret, Real Estate and Loans, 

Kansas City, Mo., October 26, 1907. 

Received from R. P. Parker one hundred dollars for services as topographer on 
Grand Canyon Scenic Railway during August and September, 1907. 

Howard Paret. 

By W. H. P. 










102 


GRAND CANYON OF ARIZONA. 


[Union Depot Company, Kansas City, Mo—Baggage department.] 


Received of R. P. Parker the sum of thirty-one and 25/100 dollars ($31.25) for 500 
pounds excess from Kansas City, Mo., to Grand Canyon, Ariz., via A. T. S. F., L. V. 
& S. A., G. C. Ry. Form Ex. B. C. Check numbers 89952 (18 pcs.). 

F. A. Updegraff, 

General Baggage Agent. 
Per W. H. D. 


July 29, 1907. 

August 1, 1907. 

Received of R. P. Parker two and 75/100 dollars, lumber. 

$2.75. 

S. & M. L. Co. 
R. E. 


Williams, Ariz., August 1, 1907. 
Received from R. P. Parker, C. E., six dol ars for drafting table. 

$6.00 J. S. Buttere. 


Williams, Ariz., August 1, 1907. 

Received of R. P. Parker the sum of ($6.00) six dollars for one secondhand cook 
stove. 


Andrew Shumway. 


Grandview, Ariz., August 23, 1907. 
Mr. R. B. Parker to Grandview Hotel (Canyon Copper Company ), Dr. 


Board, 1£ days, at $3 per day, $3.75 (2). $7. 50 

Stage, $1.50 (2). 3. 00 

Aug. 10. Stage fare.*. 1.50 

Aug. 21. 2 stage fares. 3. 00 

Aug. 15. Freighting box.25 

Aug. 19. Freighting 2 sacks barley.80 

105 gallons water. 5. 00 


Received payment, August 26, 1907. 


21. 05 

Grandview Hotel. 

L. 


Grand Canyon, Ariz., August 31, 1907. 


Mr. Parker , to El Tovar Hotel, debtor. (Fred Harvey.) 

One 2-horse team, three-fourths day moving camp 10 miles. 

August 12, moving camp to Grand View, $16. 

Paid El Tovar Hotel, Grand Canyon, Ariz. September 7, 1907. 

F. M. Humphrey. 


Santa Fe, 

Grand Canyon, Ariz., August 31, 1907. 
Received $2 from R. P. Parker for lumber. 


J. M. Miller. 


Santa Fe, 

Grand Canyon, Ariz., August 31, 1907. 
Received $2 from R. P. Parker for water used from railroad company. 

J. M. Miller. 


Agent selling original ticket will stamp this in space indicated. 

The Atchison, Topeka & Santa Fe Railway Co., Coast Lines. 

Receipt for fare paid. Certificate of standard form, joint agency rule. Agents will 
give receipt on this blank for tickets purchased whenever requested. 










GRAND CANYON OF ARIZONA. 


103 


Received of Howard Parker, whose signature precedes, four and 50/100 dollars ($4.50) 
for one ticket at $4.50 each, from Williams to Kansas City. 

Form No. 20. 216 via Pullman. 

Date, September 8,1907. i 

Hugo Victor, Agent. 

Architects and Engineers’ Supply Company, 1010 Grand avenue, Kansas City, Mo. 
Sold to H. Pabt, September 11, 1907: One brass plumb bob, at 75 cents, less 15 per 
cent, 65 cents. 

Paid September 12, 1907. Architects & Engineers’ Supply Company. 

Grandview, Ariz., October 2, 1907. 

Hand and Shumway, rodman andaxman taking topography , to Grandview Hotel {Canyon 

Copper Company ), Dr. 

Board, 1 day, $3 (2). $6 

Received payment October 2, 1907. 

Grandview Hotel, 


Grand Canyon, Ariz., October 10, 1907. 

Received from R. P. Parker three and 50/100 dollars % saddle horse and trail, one 
day, $3.50. 


Niles J. Carmeron, 
By P. H. Carmeron. 


Grand Canyon, Ariz., October 9, 1907. 

Received from R. P. Parker three and dollars as refund for fare paid from Williams 
to Grand Canyon. 

$3.50. Andrew Shumway. 


Grand Canyon, Ariz., October 9, 1907. 

Received from R. P. Parker Sixty Five dollars in full for use of team and furnish¬ 
ing water during September and October. 

$65.00. Sanford Rowe. 


Grand Canyon, Ariz., October 9, 1907. 

Received from R. P. Parker Six and -fifo dollars for refund on fare from Prescott to 
Williams. 

$6.75. Robert W. Pierce. 

Grand Canyon, Ariz., October 9, 1907. 
Received from R. P. Parker Three and dollars, return fare to Williams. 

$3.50. 

Pedro Yanes. 


Grand Canyon, Ariz., October 9, 1907. 
Received from R. P. Parker Three and ^ dollars, return fare to Williams, Ariz. 
$3.50. 

Geo. Cornell. 

Express on meat, 35 cents. September 30. J. M. N. 

[The Atchison, Topeka and Santa Fe Railway Company, Coast Lines.—Bill of lading—Original.] 

Williams, August 1 , 1907. 

Received from R. P. Parker, subject to minimum charge, 1 stove (90 pounds), 41 
cents. 

Paid August 1, 1907. 

Hugo Victor, Agent, .j 



104 


GRAND CANYON OF ARIZONA. 


[Freight bill No. 1.] 

Grand Canyon, August 2, 1907. 

R. P. Parker, to the Atchison, Topeka and Santa Fe Railway Company, Coast Lines, Dr. 

Waybill: Date, August 1; No. and series, 12. Car: Initials, A. T.; No. 69060. 
From Williams, Ariz. Original point shipment and consignor, B. Bros. 


For freight and charges on— 

Weight. 

Rate. 

Freight 

1 sack groceries, 75; 1 tub hardware, 20; 2 boxes groceries, 175; 3 boxes 

glass war fi . 

Pounds. 

310 

100 

25 

665 

Cents. 

46 

43 

38 

37 

$1.43 

.43 

.29 

2.46 

1 box eggs, 50; 2 boxes dried fruit, 50. 

1 box crackers. 25: 1 box coal oil. 20. 

4 crates canned goods, 160; 1 box paste, 10; 1 keg pickles, 25; 1 sack flour, 150; 

1 sack sugar, 100; 1 sack spuds, 25; 1 sack onions, 25; 1 sack beans, 25; 1 
-, 5; 1 box ax handles, 10; 1 barrel stove pipe, 20; 1 box hardware.. 

Total nhargp.s ... 



4.61 





Received payment August 2, 1907. 

[Consignee’s receipt.] 


J. M. Miller, Agent. 


Grand Canyon, August 3 , 1907. 

Mr. Parker to Wells, Fargo & Company Express, Dr., for transportation from Williams 

to Grand Canyon, Ariz. 


Aug. 3. Boards, weight 200 pounds 
Received payment. 


[Freight bill No. 25.] 


$2 


J. M. Miller, Agent. 


Grand Canyon, August 3, 1907. 

P. P. Parker to the Atchison, Topeka and Santa Fe Railway Company, Coast Lines, Dr. 

Way-bill: Date, August 2; series 15. Car: Initials, A. T.; No. 29060. From Wil¬ 
liams, Ariz. Original point shipment and consignor, S. M. Lbr. Co. 


For freight and charges on— 

Weight. 

Rate. 

Freight. 

4 pieces lumber, 1 x 10-14 and 2 pieces lumber, 2 x 8-14. 

Pounds. 

200 

Cents. 

37 

Cents. 

75 



J. M. Miller, Agent. 

[Consignee’s receipt.] 

R. P. Parker to Wells Fargo & Co. Express, Dr., for transportation from Williams to 

Grand Canyon. 


Date. 

Article. 

Weight. 

Charges. 

Aug. 7 

3 boxes and 1 sack meat. 

80 

$1.00 

Aug. 8 

Box hardware—1 kettle, box handle, package tinware. 

6ii 

.90 


Wire cot, sack spuds. 

120 

1.25 


Box shoes. 

10 

. 45 



2.60 

Aug. 10 

Pa.. 

10 

.45 



Received payment. 

J. M. Miller, Agent. 









































GRAND CANYON OF ARIZONA. 


105 


[Freight bill No. 45.] 

R. P. Parker, to' the"_Atchison, Topeka and Santa Fe Railway Co., Coast Lines, Dr. 


Grand Canyon, August 10, 1907. 

Waybill: Date, August 8; No. and series, 35. Car: Initials, A. T.; No. 7884. From 
Williams, Ariz. Original point shipment and consignor, B. Bros. 


For freight and charges on— 

Weight. 

Rate. 

Freight. 

1 sack spuds. 

100 

25 

Cents. 

37 

43 

Cents. 

37 

11 

1 sack hams. 

Total charges. 



48 





Received payment, August 11, 1907. 

J. M. Miller, Agent. 


[ Freight bill No. 64.1 


R. P. Parker, to the Atchison, Topeka and Santa Fe Railway Co., Coast Lines, Dr. 


August 12, 1907. 

Waybill: Date, August 10; No. and series, 40. Car: Initials, A; No. 4844. From 
Williams. Original point shipment and consignor, P. Bros. 


For freight and charges on— 

Weight. 

Rate. 

Freight. 



Cents. 

Cents. 

1 box groceries . 

30 

46 

13 

1 sack tinware. 

30 

46 

13 

2 sacks barley. 

120 

37 

44 

Total charges. 



70 






Received payment, August 15, 1907. 

J. M. Miller, Agent. 

[Consignee’s receipt.] 


Grand Canyon, August 12, 1907. 


S. P. Parker to Wells Fargo <Sc Company Express, Dr., for transportation from Williams, 

Ariz., to Grand Canyon. 


Aug. 12. Pa.; weight, 10 pounds; 45 cents. 
Received payment. 


[Freight bill No. 112.] 


J. M. Miller, Agent. 


Grand Canyon, August 20, 1907. 


R. P. Parker to the Atchison, Topeka <Sc Sante Fe Railway Co., Coast Lines, Dr. 


Waybill: August 19; No. and series, 77. Car: Initials, R. D.; No. 3173. From 
Williams. Original point shipment and consignor, B. Bros. 


For freight and charges on— 

Weight. 

Rate. 

Freight. 



Cents. 


K hnvpc rarmpd poods . 

300 

25 

60 

37 

43 

46 

$1.11 

.11 

.28 

1 coplr haooTi ... 

1 bnv prnoprip*; .-. 




1.50 





Received payment August 20, 1907. 


J. M. Miller, Agent. 





































106 


GRAND CANYON OF ARIZONA. 


[Freight bill No. 163.] 

Grand Canyon, August 27,1907. 

R. P. Pdrker to the Atchison, Topeka and Santa Fe Railway Company , coast lines, Dr. 


Waybill date August 26; number and series, 104. Car initials, A. T.; number, 
41001. From Williams, Ariz. Original point shipment and consignor, B. Bros. 


For freight and charges on— 

Weight. 

Rate. 

Freight. 

1 box crackers. 25; 1 box groceries, 25; 1 sack groceries, 60. 

110 

325 

46 

37 

$0.50 

1.20 

1 box evaporated apples, 25; 1 sack sugar, 4 sacks, 100; flour, 200. 

Total charges. 

1.70 





Received payment August 31, 1907. 

J. M. Miller, Agent . 


Grand Canyon, August 27, 1907. 

R. P. Parker to Wells Fargo 6c Co. Express, Dr. 

For transportation of sack meat from Williams, State of Arizona. Waybill No. 214; 
date, August 26; weight, 40. Our charges, $0.35. Total, $0.35. 

Received payment. 

J. M. Miller, 

For Wells Fargo & Co., Express. 

Grand Canyon, September 4, 1907. 

R. P. Parker to Wells Fargo 6c Co. Express, Dr. 

For transportation of box groceries from Williams, State of Arizona. Way bill No. 
221; date, September 3; weight, 156; shipped by B. B. Our charges, $1.85. Total, 
$1.85. 

Received payment, J. M. Miller, 

For Wells Fargo 6c Co. Express. 

Grand Canyon, September 4, 1907. 

R. P. Parker to Wells Fargo 6c Co. Express, Dr. 

For transportation of sack meat and half case eggs from Williams, State of Arizona. 
Way bill No. 221; date, September 3; weight, 87; shipped by B. B. Our charges, 
$0.70. Total, $0.70. 

Received payment, J. M. Miller, 

For Wells Fargo 6c Co. Express. 

Grand Canyon, September 11, 1907. 

Parker to Wells Fargo 6c Co. Express, Dr. 

For transportation of meal. Total, $0.40. 

Received payment, 

J. M. Miller, 

For Wells Fargo 6c Co. Express. 

[Freight bill No. 263.] 

Grand Canyon, September 11, 1907. 


R. P. Parker to the Atchison, Topeka and Santa Fe Railway Company, coast lines, Dr. 

Waybill date September 10; number and series, 36. Car initials, A. T.; number, 
33772. From Williams, Ariz. Original point shipment and consignor, B. Bros. 


For freight and charges on— 

Weight. 

Rate. 

Freight. 

box groceries. 

30 

105 

41 

37 

14 

39 

1 box prunes, 25; 1 case peaches, 80. 

Total charges. 

53 





Received payment September 15, 1907. 

J. M. Miller, Agent. 
























GRAND CANYON OF ARIZONA. 


107 


^ ^ _ Grand Canyon, September 7, 1907. 

R. P. Parker: ’ * ’ 

13 pounds beef, 12§, $1.65. 

Paid. 

Holmes Supply Co. 
E. S.T. 

_ _ _ Grand Canyon, September 11,1907. 

R. P. Parker: 

1 can oil, 5 gallons, $1.85. 

Paid. September 11, 1907. Camp J. 

Holmes Supply Co. 
E. S. Tuneson. 

September 4, 1907. 

R. P. Parker bought oj Holmes Supply Co. 


1 package oatmeal (5 pounds). $0. 40 

3 packages matches.25 

2 packages coffee, 25 cents.50 


Paid. Camp J. 

Holmes Supply Co. 
Per E. S. T. 

R. P. Parker. 


15 pounds sugar, at 7 cents. $1. 05 

11 £ pounds bacon, at 22 cents. 2. 50 

5 pounds corn meal, at 6 cents.30 


Paid September 15. Camp. J. 


R. P. Parker. 

20 pounds potatoes, at 4 cents. 

12 cans condensed milk. 

2 soap. 


3. 85 

Holmes Supply Co. 

E. S. T. 


. $0.80 
. 1.50 

. .10 


Paid, September 16, 1907. Camp. J. 


R. P. Parker. 

20 pounds potatoes, at 4 cents. 

50 flour. 

6 milk. 

2 soap. 

5 sugar. 

1 piece bacon, 14 pounds. 

5 pounds butter, at 35 cents. 

12 pounds beef, at 12£ cents. 


2. 40 

Holmes Supply Co. 

E. S. T. 


$0. 80 
2. 50 
.75 
.10 
.40 
3.10 
1. 75 
1. 50 


Paid. Grand Canyon, September 22, 1907. Camp. J. 


10. 90 

Holmes Supply Co. 

E. S. T. 


5 spuds 
2 sugar. 
1 coffee 


Grand Canyon, September 25, 1907. 

R. P. Parker. 

. $ 0.20 

.15 

.25 


.60 

Holmes Supply Co. 

E. S. T. 


Paid. Comp. J. 



























108 


GRAND CANYON OF ARIZONA. 


Mr. R. P. Parker, in account with Holmes Supply Company, Grand Canyon, Ariz. 

Aug. 26. 1 package oatmeal 
2 pounds sugar.... 

2 cans milk. 


.60 


$ 0 . 20 
. 15 
.25 


26. 8 pounds bacon. 
3 bottles catsup. 
5 pounds raisins 


1. 75 
.50 
. 75 


3. 00 


Sept. 27. 5 pounds corn meal.30 


29. 4 pounds coffee, at 25 cents. 1-00 

Irish potatoes. 2. 00 

29. 50 pounds potatoes, at 4 cents. 2. 00 


Oct. 5. 6 cans milk.75 

3 pounds coffee..-.75 


1. 50 

Holmes Supply Co. 

E. S. T. 

Grand Canyon, October 10, 1907. 

R. P. Parker. 


Sept. 4. 20 pounds beans. $1.10 

120 pounds potatoes. 4. 80 

3 packages matches.25 

1 package oatmeal (5 pounds).40 

2 pounds coffee, at 25 cents.50 


Paid. 
Camp J. 


Paid. 
Camp J. 


7. 05 


Holmes Supply Co. 
E. S. T. 


Babbitt Bros., Flagstaff , Ariz., sold to R. P . Parker. 

JULY, 1907. 



Miscel¬ 

lane¬ 

ous. 

Men's 

furnish¬ 

ings. 

Dry 

goods. 

Gro¬ 

ceries. 

Meat 

mar¬ 

ket. 

Hard¬ 

ware. 

Total. 

1 bottle salad dressing. 




$0.40 

2.25 
13.50 

1.00 

.50 

.15 

.15 

.15 

.15 

2.00 

1.25 

3.25 

2.50 

3.75 

5.25 

2.50 

1.50 

2.75 

4.25 
.75 

5.63 

.95 

1.50 

3.50 

1.70 

6.40 




10 pounds cream cheese. 







75 pounds wide, at 18 cents. 







1 2J pounds pepper. 







61 net) per. 







1 ^ cinnamon. 







1 \ mustard. 







1 J nutmeg. 







1 £ ginger. 







6 bottles catsup. 







2 bottles sauce. 







2 gallons L. C. maple. 







25 pounds 00/70 prunes. 







25 pounds peaches. 







1 case St. Charles milk. 







1 case corn. 







10 cases pumpkin. 







1 case tomatoes. 







1 case peaches, 2^. 







1 box inaco. 







150 pounds flour, $3.75. 







5 packages cream wheat. 







10 packages Ralston oats. 







10 pounds coflee. 







2 pounds tea. 







1 sack sugar. 






































































































GRAND CANYON OF ARIZONA 


109 


Babbitt Brothers, Flagstaff, Ariz., sold to R. P. Parker —Continued. 


JULY, 1907. 



Miscel¬ 

lane¬ 

ous. 

Men’s 

furnish¬ 

ings. 

Dry 

goods. 

Gro¬ 

ceries. 

Meat 

mar¬ 

ket. 

Hard¬ 

ware. 

Total. 

1 keg pickles. 




$1.35 

1.00 

1.25 

1.25 

3.60 

.25 

.25 

.10 

.50 

1.75 

.45 

.35 

1.25 

.25 

.90 

.80 

.75 

.50 

.80 

1.20 

2.21 

1.50 
1.25 

.96 

1.35 

1.65 

.40 

1.25 

.50 

6.50 
.25 

1.25 




1 8-ounce lemon. 







1 8-ounce vanilla. 







20 pounds white beans. 







10 pounds butter. 







Matches. 







Starch. 







1 package soda. 







1 gallon vinegar. 







12 cases kraut. 







2 pounds pearl barley. 







3pounds tapioca....'. 







1 25 pounds onions. 







1 2 bottles mustard. 







1 25 pounds W. C. meal_ ;...'. 







1 gallon aztec. 







\ gallon honey. 







6 3s. salt_I. 







1§ dozen Yeast Foam. 







3 12s. Royal Powder. 







I Box crackers. 







10 pounds lard. 







1 10 pounds dried apples. 







16 pounds buckwheat flour. 







15 pounds rice. 







1 5 gallons pearl, oil. 







10 soap.. T... 







25-pound package beans. 






$96.80 

2 pounds chili.. 






1 crate eggs. 







Dozen candles. 







25 pounds spuds. 






8.50 

1 rice boiler".. 





$1.90 

1.50 

.50 

.45 

.10 

.15 

.10 

1.40 

1.50 

.90 

.50 

1.00 

1.15 

.35 

1.45 

2 sets knives and forks. 







2 dozen teaspoons_ 







1 dozen tablespoons. 







1 big spoon... 







1 big fork. 







Dipper. 







2 butcher knives. 







1 butcher steel. 







2 tin buckets. 







1 dozen tin cups. 







Cleaver. 







Wash tub. . 







Washboard. 







2 dish pans. 







2 enameled pitchers.. 





.i 1.15 


2 glass pitchers 






.90 
.55 
.65 
.75 
.85 
.20 
.75 
1.00 
3.50 
1.25 


2 bread" pans. 







1 enameled pan 







9 tin pans 







3 enameled plates 







2 tin pans 







18 tin plates . 







2 enameled wash pans 







2 S. R. axes 







1 hatchet 







trails 4 pounds lOd 2 pounds 8d 






.40 i . 

3 packages tacks 






.15 

2.00 

.90 

1.50 

1.30 
1.95 

1.10 
.75 
.90 
.10 
.25 
.60 
.30 


1 alarm clock 







Shells 







Lantern 







2 bracket lamps 







2 canteens . 







50 feet 5J rnpe 







Demijnh n 







Wall mill 







F unnel 







2 chimneys 







Elbows 







2 can openers 







Less 20 per cent- hardware 












41.85 

8.40 

147.15 
8.40 















105. 30 


33.45 

138.75 


Paid, August 1,1907. 


Babbitt Bros. Co., of Williams. 






















































































































































































110 


GRAND CANYON OF ARIZONA 


Babbitt Brothers , Flagstaff , Ariz., sold to R. P. Parker —Continued. 


AUGUST, 1907. 



Miscel¬ 

lane¬ 

ous. 

Men’s 

furnish¬ 

ings. 

Dry 

goods. 

Gro¬ 

ceries. 

Meat 

mar¬ 

ket. 

Hard¬ 

ware. 

Total. 

2 blankets. 

$15.00 







Shoes. 


$7.00 






1 quilt. 

1.50 







46 pounds hind beef, at 13 cents. 





$5.98 



1 dozen crayons, net. 





$ 1.00 

$30.48 

Boots. 


6.50 





1 .do. 


6.50 






1 118 pounds new spuds. 




$4.72 




| Fryjoan. 






. 60 






. 


.25 


1 ax and handles. 






1.75 


1 2 axes and handles. 






.70 


1 2 stew pots. 






3 00 


1 1 2 -gallon coffee pot. 






1 . 60 


1 11 -gallon teapot*. 






.80 


2 flat files... *. 






40 


2 2 -gallon canteens. 






2 70 


1 col. 






3.25 

32.77 

Pair shoes. 


6.00 




Quilts. 

4.50 







Oilcloth. 



$ 1.20 





5 shirts. 


5.00 






1 suit underwear. 

# 

1.50 






Blue shirt. 


.75 






2 barley. 




2.80 




Allspice. 




.30 




10 pounds butter. 




3. 50 




Dozen soap.. 




.50 




Dozen F. soap. 




1.00 




2 hams, 28J pounds. 




5.13 




Lemons... 




. 30 




35 pounds hind beef. 





4.90 



2 flat files. 






40 


1 dozen pie plates. 






35 


2 pails. 






1 10 


Punch. 






!l5 

41 3ft 

Lard. 





1. 50 


Bacon. 





5. 32 



Flour, 100 pounds. 




3.75 



2 cases tomatoes. 




5.50 




2 cases peaches. 




8.50 




10 pounds crushed coffee. 




2.50 




5 pounds baking powder. 




1.90 




1 case milk. 




4. 75 




2 gallons sirup. 




2.80 



36.52 

( 1 ) 1 sack new spuds. 




3. 54 



25 pounds ham. 




4. 75 




1 dozen engraved cups. 






3 60 


1 man’s saw. 






50 

17 Qn 

Knives and forks. 






1 50 

i/. oy 

Pans. 






1.00 


Crax. 




2.15 


4. t)U 

25 pounds evaporated apples. 




3.00 




1 sack sugar. 




6.40 




200 pounds imp. flour. 




7.50 




20 pounds rice. 




1 . 80 




25 pounds pk. beans. 




1. 25 




15 pounds coffee. 




3. 75 




11 ^ pounds cheese. 




3. 45 




2 po*unds Lipton’s tea. 




1 70 



qi nn 

15 pounds butter.. 




5. 40 



oi. UU 
£ Afi 

35 pounds hind beef. 

* 



4. 90 


4.90 








21.00 

35. 25 

1.20 

92.64 

22.60 

29.65 

202. 34 

Less 20 per cent. 

4.20 

7. 05 

. 24 



5.93 

17.42 








16.80 

28. 20 

.96 

92.64 

22 . 60 

23. 72 

184. 92 


Paid October 10, 1907. 

Babbitt Brothers Co., 

0/ Williams. 




























































































































































GRAND CANYON OF ARIZONA. 


Ill 


Babbitt Brothers Company, oj Williams, sold to R. P. Parker, G. C. 

SEPTEMBER, 1907. 


1 


Men’s 

furnish¬ 

ings. 

Dry 

goods. 

Gro¬ 

ceries. 

Meat 

market. 

Hard¬ 

ware. 

Total. 

1 

5,2 

10 

26 

2 boxes tacks. 

$ 0.20 
2. 75 
.75 
.35 
1.50 
1.50 






1 shirt. 






6 pairs socks. 






1 pair socks. 






2 pairs drawers. 






2 shirts. 






2 yards canvas. 

$ 1.00 





Pinones xx pd. 






10 pounds rice. 



$0.90 
2.70 
5.52 
3.50 
2.90 
.90 
.70 
.90 
3.25 




10 pounds br. cheese. 






12 pounds Star. 

- 





10 R. butter. 






2 dozen milk. 






Molasses. 






Honey. 






4 Heliotrope sirup. 






4 case eggs. 






30 pounds beef, hind quarter. 



$4.20 
4.75 



25 pounds bacon. 






1 cobbler set. 




$1.25 

.15 

.75 

.65 


3 packages tacks ... 






Gr. saucers . 






1 box cats. 





$41.07 

2 pairs gloves . 

3.50 

.50 

1.35 




1 pair socks. 






3 pairs soles _ _ .. 






Carbolic acid .._. 


.25 

8.50 

2.50 
.25 
.25 

5.40 
.25 




2 cases peaches . 






1 box prunes . 






10 pounds salt . 






1 dozen candles ... 






15 R. butter . 






Pinones . 






55 pounds beef loin 



7.20 


30.45 

3 pairs 1 soles 

1.00 




1 0 pounds butter . 


3.75 

1.25 

4.50 

.25 

.20 




1 dozen milk ... 






4 case eggs . 






d W S. soap . 






12 candles . 






38 pounds beef loin 



5.32 

5.13 



27 pounds ham . 






3 packages hang, nails .. 




.25 

21.65 






13.40 

2.68 

1.00 

.20 

48.62 

27.10 

3.05 

.61 

93.17 

3.49 



10.72 

.80 

48.62 

27.10 

2.44 

89.68 


Paid October 10, 1907. 


Ini* 


Babbitt Brothers Co., 

Of Williams. 


o 




























































































































• V 

/ 



















. ‘ 






< 

c 

> 






4 - 














‘ * • • 








M « - % 



























< 


• f 






« 







■■ ■ yv-~rc j 

- 

' * - * ' ' *'■-• -v -..s r * F'«-*** ' ■ ■» .. - •* * ... • ^ - • 

- 

... 3 1 % A 


















4 






- 

444 ■••«••• •- * • * • • • 

< " * * * * • * - • ' ,.**4 

4 

" ‘ «1 ft • « ' * •< - • » « .. 








‘ »•.' * • ► 

. 

- 

4 . » 

• * ^ ^ 

j® • ' ' * ' . ‘ .. 


LE D ’10 




































































. 
























. 










„ 































